GEOFF ROBISO N PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION Volunteers and speaking up

The big show is now only days away, outdoor theater was reportedly shocked for us to stay airborne. However, based and I am busy preparing myself to be and amazed when the movie ended on the volume and extensiveness of the gone from the office for an extended and the hundreds of happy campers got rhetoric we continue to hear from the period of time. In fact I will be in up to leave. Typically the owner hires airlines and the current administration, Oshkosh for a total of 19 days on this several individuals to do cleanup of the I strongly suspect that we are beginning trip. Our annual July Vintage Aircraft theater area at the end of each evening. to see only a small portion of what is Association (VAA) work party is set for His amazement was based on the fact likely to be a large iceberg that is being the weekend ofjuly 13-15 this year. that when everyone left, typical to EM's developed inside the beltway. Do we It amazes me each year the number high standards, there was virtually no really want to see a fee-based system of individuals who will travel hundreds trash or debris left behind for his crew based on a European model? Look what of miles to engage themselves in the to clean up. In a normal evening, his it's done to limit civilian aviation on always-extensive efforts to prepare the crew would work several hours policing that side of the Atlantic! grounds at Wittman Field for each EM the area of all the trash. This gentleman The airlines are determined to shift AirVenture in Oshkosh, Wisconsin. The has been providing this outdoor theater as much of the expense of the system to VM will typically schedule at least three service for many years and had never as many of the hobbyist, non-revenue different volunteer work weekends, and witnessed a phenomenon of this sort aviators as they possibly can. What we will see dozens of individuals arrive in all that time. That certainly speaks can we "little guys" do? What should solely for the purpose of volunteering volumes about our fellow members our reaction be, and how can we be their personal time to prepare the and your strong support of EM's high as effective as possible in combating Vintage area of the convention grounds. standards of quality and cleanliness. these burdensome changes? The best That's not to mention the dozens of The issue of user fees for general approach I can recommend is for us all folks who will arrive as early as April and aviation continues to be big news in to remain vocal. In fact, at this point actually stay right through AirVenture, most all of the aviation publications. we need to do even more by turning up volunteering their time performing a Are you getting the feeling, as I am, that the volume and continuing to inform myriad of duties. the virtual camel has now successfully our representatives that these changes As you can imagine, a fair amount managed to get its very large nose under are overly burdensome and expensive. of these folks are retired and find this the tent flap by imposing a number of Yes, I would agree that a number of our sort of volunteering rewarding. EAA new and more expensive user fees? If the representatives have really done a good has been so successful in upholding ATA and FAA win, user fees are certain job of supporting general aviation. So our founder's long-standing goal of to impact all of us. Want specifics? let's encourage them to do even more. maintaining the EAA grounds to an These fees include additional gas taxes My other recommendation to each of extremely high standard, due in large and paperwork fees that will increase you is to continue to support the voices part to the efforts of all these fine what you and I will pay to fly. Even the of advocacy through your continued individuals who give thousands of no-radio winged machinery we like to membership to the EAA and the Vintage hours of volunteer time. fly around the patch will be impacted; Aircraft Association. Please remember, One great story I have told many the justification for these fees are all we truly are better together, acting in members time and again, and I'll wrapped in the flag of "fairness." We unison to maintain our rights to freely share it with you. It occurred in Camp should all be concerned, and we should access the system, as unrestricted as Scholler during last year's event. As continue to voice our opposition to our safety allows. many of you know, the 2006 event was elected officials. Let's all pull in the same direction for the first year that Ford Motor Company Some pilots would say these new the good of aviation. Remember, we are and Eclipse Aviation sponsored movie fees are small and mostly insignificant better together. Join us and have it all. night in the campground. The owner increases in the overall big picture of of the company who operates this what the costs will eventually become A~ AG N E AUGUST VOL. 35, No.8 2007 CONTENTS I Fe Straight & Level Volunteers and speaking up by Geoff Robison

2 News

5 Lockheed 12A The Whittlesey family's 68-year-old limo by Budd Davisson

10 The Golden West EAA Regional Fly-In Look what's growing in California's Central Valley by H.G. Frautschy

15 What Our Members Are Restoring

18 Woolaroc The Winner of the 1929 Dole Race by Ed Phillips

25 Getting Your A&P Rating Part II - Long-in-the-tooth A&P students by Dave Clark

30 Pass It to Buck Change in the air by Buck Hilbert

34 The Vintage Instructor "There are two emergency exits on this PA-12 aircraft ..." by Doug Stewart STAFF 36 Mystery Plane EAA Publisher Tom Poberezny by H.G. Frautschy Director of EAA Publications David Hipschman Executive Director/Editor H.G. Frautschy 38 Calendar Executive Assistant Jillian Rooker Managing Editor Kathleen Witman 39 Classified Ads News Editor Ric Reynolds Photography Jim Koepnick Bonnie Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Daphene VanHullum Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw COVERS Display Advertising Representatives: Northeast: Allen Murray FRONT COVER & BACK COVER: The winner of the Grand Champion Antique Lindy at Phone 856-229-7180, FAX 856-229-7258, e-mail: [email protected] Southeast: Chester Baumgartner EM AirVenture Oshkosh 2006, Grand Champion Antique at the Sun 'n Fun Fly-In and the Phone 727-532-4640, FAX 727-532-4630, e-mail: [email protected] winner of the Paul E. Garber Trophy at the National Aviation Heritage Invitational in Reno in Central: Todd Reese Phone 800-444-9932, FAX 816-741-6458, e-mail: [email protected] 2006, this is Les Wh ittlesey's Lockheed 12E Electra Junior, restored to perfection and used Mountain & Pacific: John Gibson Phone 916-784-9593, e-mail: [email protected] by the family as the u~imate in personal transportation . Front cover photo by Bonnie Kratz. Europe: Willi Tacke Back cover by EM volunteer photographer Phil High. Phone +498969340213, FAX +498969340214, e-mail: wi1li@{lyillg-pages.com VINTAGE AIRPLANE VAA Board Expands Contemporary Judging Category The VM Contemporary judging cat­ egory has been expanded to include aircraft built up to December 31, 1970, from December 31,1967. This change, made by the EM Vintage Aircraft Asso­ ciation's board of directors, gives EM and VM members who have restored many of the capable personal aircraft of the late 1960s an opportunity to par­ ticipate in EAA's world-class judging program. This distinction also allows those aircraft to be insured through VAA's aircraft insurance program, ad­ EAA Chapter 10 Makes VAA Friends of the Red Bam Donation ministered by AUA Inc. Effective starting with this year's Vintage Aircraft Association Chapter 10, Tulsa, has been a Friends of EAA AirVenture Oshkosh 2007, the the Red Barn (FORB) contributor since its origin, always contributing at VAA's internationally recognized the top level each year of the program 's existence. This year the chapter judging categories are: is a Diamond Plus contributor. For more information on the VAA FORB - Antique: Aircraft built prior to program, please visit http://VintageAircraft.org/programs/redbarn.html September I, 1945 or call 920-426-6110. - Classic: September I, 1945 - De­ The chapter is actively involved with all sport aviation activities in the cember 31, 1955 Tulsa area. It is a co-sponsor of the Annual Tulsa Regional Fly-In, www. - Contemporary: January I, 1956­ TulsaFlyln.com, as well as strong volunteer supporters of the Biplane December 31, 1970 Expo. The chapter has co-hosted the EAA B-17 Aluminum Overcast for Rim Roller all of its Tulsa tour stops as well as the Ford Tri-Motor in 2006, and it Pete Gorman of Lake Worth, Flor­ will host the Tri-Motor on its 2007 tour on September 13-16, 2007. ida, wrote to us looking for someone The Tulsa EAA chapters are unique in that they are all Chapter 1O-in who could form a unique tire rim. addition to VAA Chapter 10, the other Tulsa chapters include EAA Chapter Pete's building a Fokker D-VII replica 10, lAC Chapter 10, Ultralight Chapter 10, and Warbird Squadron 10. and needed to make a pair of 23- by 2.75-inch rims. As so often happens, endary Aircraft Kft, Gyor-Per Airport, H-P, which resulted in EM receiving a as soon as he wrote us, he found 9099 Per, Hungary. Cell phone: +36­ considerable discount from H-P on the someone with the adjustable rim­ 20/9188009, Phone: +3696547038, purchase of 150 of the company's iPaq forming machine he needed, and he Fax: +3696547039. E-mail: info@War­ handheld computers. wanted to let the rest of the member­ bird.hu. Skype: Legendaryl940. After volunteer Rob Reece pro­ ship know of his find. The company grams the units, EAA aircraft judges is AutoComponenti in Brookville, New Handheld Computers to Aid will use them to enter the scores of Ohio; call 937-884-5142 or visit www. Aircraft Judging each judged aircraft beginning this AutoComponenti.com. This year's AirVenture aircraft judg­ year at EAA AirVenture Oshkosh. ing process has received a major up­ "Since the inception of EM's com­ Bristol Jupiter Engine grade ... and a new technical sponsor. puterized registration program, we've David Saunders called from Hun­ EM member John Craparo, a senior used handheld computers in this ap­ gary to ask if we could get the word vice president with Hewlett-Packard plication with varying levels of suc­ out concerning a need for an engine (H-P), mentioned his willingness to cess," said H.G. Frautschy, executive for a Gloster Gamecock restoration. help EAA in any way possible during director of EM's Vintage Aircraft As­ He's in need of a Bristol Jupiter, either conversations with EAA's development sociation, who oversaw the processes a 6 or 7. He's also looking for a Klimov department and EM President Tom Po­ within EAA headquarters to purchase M-105PF or M-I07. Both are needed berezny. Craparo was able to introduce new units. "We're very grateful for H­ for current restorations. Contact D. Jeff Kaufman, EAA's director of busi­ P's generosity of and their willingness Saunders (Accountable Manager), Leg­ ness development, to the right folks at to make these new units available to 2 AUGUST 2007 us. The new units will streamline the judging process, and take what is al­ ready the world standard for aircraft judging to even greater heights." H-P is also now the new technol­ ogy sponsor of the EAA Aircraft Judg­ ing Program. AeroShell Flight Jacket is the official sponsor of the judging.

EAA's New Video Player is one for all Perhaps you were one of the thou­ sands of members who attended EAA AirVenture, or you missed it this year, and you want to see what you missed. Comet Model News DVD Whichever the case, we invite you to visit the EAA AirVenture web­ I'd bet that the vast majority of our members started out in aviation by site at your earliest convenience building models when they were young. Before World Wa r II , the Comet and check out the new video player Model Airplane & Supply Company was one of the most prolific, churni ng there. Hosted by a company called out thousands of kits sold by more than 6,000 dealers worldwide. There Brightcove and sponsored by Micro­ were not too many million dollar businesses built during the depths of the soft and RotorWay, it's available 24/7. The player allows aviation enthusi­ Great Depression , but Comet was one that made it big. Bill Bibich kow and asts around the world to experience Sam Goldenberg began their business in the back of Bi ll's father's tailor AirVenture wherever and whenever shop on the near west side of Chicago. They made a profit from the very they want. begi nning, with innovative designs that flew well and could be constructed One of its features allows viewers to by youngsters of nearly all ages. also be producers; EAA members can One of the 300 employees who worked for Comet during those heady upload their own videos, providing a potentially endless variety of per­ days was Eddie Kapitanoff, who served as the company's We st Co ast spectives on the world of flight, and salesman. In add ition to being an effective salesman, Edd ie had a hobby naturally, we're expecting a lot of sub­ that served to preserve Comet's history; he was an avid photographer, missions from this year's AirVenture. skilled with both a still camera and movie film. This treasure trove of mate­ The first user submission arrived just rial , dormant in the family collection for many years, served as the basis a few days after the player was made for Nancy Kapitanoff's short documentary, The Comet Model Ne ws, now available online at www.AirVenture.org. U.S. Air Force Maj . Paul "Max" Moga, ava ilable on DVD. Ms. Kapitanoff is the daughter of Edd ie and his wife, an F-22 pilot who is slated to fly one Comet's former bookkeeper. Using the information from the company of the advanced fighter aircraft at Os­ newsletters that Nancy's mother saved , Nancy has skillfully woven the hkosh this year, posted a five-minute stills and movie footage shot by both her father and Bill Bibich kow (includ­ clip showing a recent air show demon­ ing Kapitanoff's rare color footage of Carl Goldberg flying his Zipper du r­ stration of the airplane. ing his national tour in the mid-1930s) into a fun look back at an amazing "That in itself shows how great this new web tool can be," said Adam time in aviation. The Comet Model News is a fascinating glimpse into a Smith, EAA vice president of out­ business that helped create a legion of aviation enthusiasts who continue reach. "We announced the new web to keep aviation alive. In addition, there 's a bonus 12-mi nute silent black­ player in mid-June, and less than a and-wh ite film of 13-year-old Walter Eckart building a Comet lO-cent kit of week later one of the scheduled par­ a Stinson and flying it in a park after he 's done building. Great fun! ticipants posted his own preview The winner of the Best Short Film Documentary award at the Winn ipeg video to the AirVenture site. How cool is that?" International Film Festival in 2006, The Comet Model News is available Check out the daily content posted for $19.95 plus shipping and handling from Hannan 's Runway, www.HRun­ during the convention, including Air­ way.com , or mail an SASE to Hannan 's Runway, P.O. Box 210, Magalia, CA Venture news updates and highlights, 95954. You can also call 530-873-6421 to order a copy. Please be con­ historical flashbacks, interviews, hu­ siderate of the time; it's in the western time zone. man-interest stories, forums and pre­ sentations, air show performances, VINTAGE AIRPLANE 3 and the public are seeking richer and nal rule applies to only Young Eagles more immediate multimedia content flights that are flown for compensa­ delivered via the Internet." tion or hire, but the rule does not ap­ Other features : The Brightcove ply to other Young Eagles flights." player has a built-in syndication com­ ponent, allowing any EAA member or Good 01' Days: Pioneer Airport chapter to host the video player on EAA Pioneer Airport's annual liv­ a website, blog, or other web-based ing aviation history event, Good 01' medium. Other enhanced features Days, is August 18-19, bringing the include an RSS (really simple syndi­ excitement and adventure of avia­ cation) feed, sharing content with tion's golden age back to life. friends via e-mail, and imbedding Good 01' Days features a family individual clips into your own blogs activity center where kids will have and websites. the opportunity to play games that It's available right now. All you were popular back in the day. A va­ need is a broadband Internet connec­ riety of vintage vehicles on display Reach for the Sky tion and the Macromedia Flash player add to the experience, and attendees At EAA AirVenture Oshkosh 2007, installed on your computer. Log on will have a chance to ride around a Learn to Fly Center staffed by EAA and tune in at www.AirVenture.arg! the EAA grounds in a Vintage, pre­ and the National Association of Flight WWll vehicle. Other activities in­ Instructors provides inspiration and in­ FAA Issues Young Eagles' clude a time capsule opening, pie formation for those who desire to learn Exclusion to Air Tour eating and Charleston dance con­ to fly but haven't yet realized their Rule Requirements tests, and special flightline displays The FAA delivered on a promise and tours. Pioneer staff and volun­ dream. As part of that outreach, EAA made earlier in the year by issuing an teers will be dressed in period cos­ produced a new publication, Reach for amendment to the National Air Tour tume, adding even more flavor to the Sky, which explains the process Safety Standards rule to specifically ex­ the event. of learning to fly. The new piece also clude EAA Young Eagles flights from the Of course, visitors can also take an includes a guide to ali of the available rule's tighter requirements. As originally airplane ride in one of EAA's fleet of special light-sport aircraft. written, the rule would have adversely Pioneer aircraft, including the 1929 Reach for the Sky is also now affected the Young Eagles program by Ford Tri-Motor, 1929 Travel Air bi­ available in PDF format to download limiting what aircraft could be used, as plane, 1927 Swallow biplane, and from www.EAA.org so you can share well as placing additional restrictions several Young Eagles airplanes. Ad­ a copy with your friends who might on pilot qualifications and frequency of mission to EAA members is always be interested in learning to fly. Avia­ Young Eagles activities. free, and Good 01' Days is included tion newcomers are faced with the Of course, EAA already received the with regular museum admission for potentially intimidating jargon of fly­ exclusion in February in the form of a nonmembers. ing, airport fences, and the attitude letter from FAA headquarters to EAA of exclusivity exhibited by some pilots. President Tom Poberezny. That letter Whodunit? Reach for the Sky is EAA's effort to stated that the rule "does not apply to Murder and intrigue abound at Pio­ remove these and other barriers and Young Eagles flights where the pilot neer Airport ... can you solve the crime? invite more people into the community does not receive compensation." Take part in an all-new caper as of flight EAAers share. The amendment was issued June EAA's Aviation Murder Mystery Din­ 7, just two days before EAA's Inter­ ner returns August 17-18 in concert and more. Post-convention, EAA will national Young Eagles Day. It states, with the Good 01' Days weekend. start integrating the player into all its "During development of the Na­ The plot: During the buffet dinner, a websites, including new videos as well tional Air Tour Safety Standards final new artifact is dedicated at Pioneer as content from the massive multi­ rule, we believed that the Experimen­ Museum-a rare Quetzalcoatl-and media treasure trove created over the tal Aircraft Association (EAA) used its a team of archeologists is anxious organization's 54-year history. FAA-issued exemptions for all flights to hand over the precious piece to "This is more than the simple ad­ conducted under its Young Eagles the museum. But the rare piece may dition of a new feature; this is an ex­ program. Since publication of the fi­ never make it into the collection . .. citing new dimension in how EAA nal rule, however, we have learned Tickets, including dinner and the shares valuable knowledge and in­ that EAA uses its exemptions only mystery, are $30 for EAA members formation among our community of for those few Young Eagles flights and $35 for nonmembers. Make your aviation enthusiasts," said EAA Presi­ that are flown for compensation or reservations at www.AirVentureMuseum. dent Tom Poberezny. "Our members hire. We therefore clarify that the fi­ arg or call 920-426-6880. 4 AUGUST 2007 VINTAGE AIRPLANE 5 The cabin's outstanding appointments extend to the cock­ pit. The center console includes a nifty cover duplicating the look of the old autopilot, which covers the modem The stately cabin of the Whittlesey Lockheed is perfectly ap­ radios when the aircraft is on display. pointed for long-distance cruising.

and I took both Wacos across the U.S. wife was very reluctant in putting the Treasury Department to become part of and barnstormed a bunch of Waco fly­ plane up for sale. We started e-mailing a Lend-Lease package headed for Eng­ ins and also made it to Oshkosh, where back and forth about the plane, and I land. She became part of the RAF and the ZPF won a Bronze Lindy. We called finally made an offer that was rejected. for the balance of the war did utility and the trip '2001, A Biplane Odyssey.' The I e-mailed my best and final offer from liaison duties before being discharged in only thing better than flying across the work before the Thanksgiving holiday 1945. Rumor has it that even Winston U.S. in a couple of biplanes is having and left for the long weekend. I came Churchill rode in her. your dad fly one of them." back into work and checked my e-mail For the next 17 years she passed This is a man who isn't afraid to ven­ and to find out that she had accepted through a number of hands before be­ ture out in his old airplanes, feeling my last offer. When I told my wife, I coming part of a short-haul airline in that, if they are properly maintained reassured her that this was not a proj­ France being operated by a Monsieur and were mechanically 100 percent at ect, that we had bought a flyer that just Chapeau. This was 1962, and for the the beginning, there's no reason they needed a little work. She still periodi­ next 20 years Monsieur Chapeau con­ shouldn't rival a modern airplane for cally reminds me of that conversation, tinued flying 1277 all over Europe. He both utility and reliability. Plus, they even though she really loves what we would probably still be doing it, but as have the added benefit of providing did with the airplane." he coasted past his 78th birthday the much classier transportation. The Lockheed 12A is an interesting French government took an increas­ "I had always admired the polished airplane, if nothing else, because it has a ingly dim view of him continuing to act 12A owned by Sandy and Kent Blan­ massive identity problem: Far too many as chief pilot. It would be nice to know kenburg, but it wasn't until '96, when I people mistake it for a Twin Beech, more about characters such as Monsieur saw serial number 1277 at the Stagger­ which is frustrating for Lockheed own­ Chapeau because he wasn't about to sit wing Fly-In at Bill Allen's on Gillespie ers because, to their eye, the long lines on the ground while other people flew Field in San Diego, that I saw them in and sleek, chopped-windshield look of his airplanes. So he unceremoniously a different light. Little did I know that the nose sets the airplane entirely apart shut down the airline and retired. I would own the airplane someday. I from the more common Beech. A noted French aviation enthusi­ really liked the lines of the airplane, as "We get asked all the time if she is ast bought all the assets of the airline, it was from that classic era of aviation's a Twin Beech," says Whittlesey, "and which included not only SI N 1277, Golden Age. I put the thought of own­ we say, 'No, that's her ugly stepsister.'" but at least two other Lockheed 12As ing one day in the back of my mind and Although the two airplanes first flew as well. Shortly thereafter, SIN 1277 that where it stayed for several years, as only a little over a year apart, the 12A moved to Greenville, Maine, where Lou I was in the middle of the restoration of was designed much earlier and a casual Hilton continued to campaign for her at the ZPF-7. examination of its systems shows that air shows. Incidentally, she didn't come "In 2002 my dad called and told me it is much more of an antique than the over in the hold of a ship. They simply there was a Lockheed 12A for sale in Beech. Still, in its day, the airplane was strapped three 55-gallon drums to the Trade-A Plane. I contacted the owner, nothing short of phenomenal. floor in the fuselage and flew over. After and sure enough it was the same ship The specific airplane Whittlesey had all, she is an airplane. I had seen in San Diego. It seemed that purchased, SIN 1277, was built in 1939 After several years, Hilton needed the owner had passed away, and his and the next year was taken over by the some extensive work done on the air­ 6 AUGUST 2007 plane and it was sent to Florida. In the process, he decided to sell the airplane, and it was bought by Dave Swanson, who had the work finished. If you've been reading closely, you'll note that from 1939 until Whittlesey purchased her in 2002-a period of 63 years! there were no significant dor­ mant periods in the airplane's life. It spent little or no time tied down, col­ lecting bird droppings. In fact, for the majority of its life SIN 1277 has been a working airplane. This might be some kind of record. When Whittlesey was sitting at his computer in sunny Southern Califor­ nia negotiating the purchase, it was the dead of winter everywhere else in the country. Especially in New Hampshire, where the airplane was based. This One unique aspect of the retractable caused a problem Whittlesey hadn't re­ landing gear is the factory addition of ally conSidered, as it would be one of a pair of mud guards installed on the the worst winters in years. gear. In the interest of maintainabil· "Part of the deal was to have the air­ ity, Whittlesey installed Twin Beech plane receive an annual. When we ce­ tires, wheels and brakes to replace the mented the deal, it started snowing in nearly impossible to find air wheels New Hampshire and did not stop until and original brakes. spring. There was so much snow on top of the hangar, the roof sagged and the door would not open. You could not working with an aluminum airframe get the airplane out to complete an an­ that is more than six decades old, an nual, and so there she sat until the fol­ interesting process takes place. First, lowing spring. you think that most of the aluminum "I could not go out and get her, so a is still flyable, so you'll replace only the family friend, 'Captain Kirk' Mcquown, panels that have corrosion or are re­ a good stick (he soloed 14 planes on his ally beat up. So, you replace one. In­ 16th birthday), and my dad flew back stantly the perfection of the new panel The nose features a forward baggage to pick her up. When they were flying brings out previously unnoticed im­ compartment, but you'll need a ladder the airplane home, they began to get perfections in the surrounding panels. to access it. an inkling of how tired the old girl was, Although Whittlesey didn't say so in so and when we started poking into her in­ many words, the fact that he wanted to again if left on the bench." nards, we really weren't left any choice. polish the airplane and quickly found One interesting little side note sur­ Every machine wears out, and after 63 so many more zits on it than he could faced during the re-skinning process: continuous years of use, that's exactly live with led to a progressive re-skin­ They found flak damage from WWII what was happening to this one." ning that included both outer wing in the left wing. It was the result of When they pulled the wings off and panels, all the flight controls, and 80 the airplane being hit by friendly fire started what they knew was going to percent of the fuselage. over Belgium. be a long process, one of the goals was "When we were doing the skinning, "Since we had the airplane on stands to convert it back to civilian transport in the interest of originality, we used the and completely apart, we pulled the configuration from the C-40, the mili­ peculiar brazier head rivets Lockheed landing gear and rebuilt and X-rayed tary configuration it had carried for so used," Whittlesey says. "We scoured the every bit of it. We also had brand new many years. More than that, Whittle­ country for them and because they were screw jacks machined, since the old sey wanted to make it as period-correct so old, they were really hard to rivet. So ones were getting pretty tired. We went as he could and still have it be a viable we looked up how to properly heat treat through everything and replaced all piece of transportation and not a mu­ them to make them soft and then kept the electrical wiring, fuel system, and seum piece. them in the freezer until we were ready all the control cables. Eighty percent As is always the case, when you start to use them, as they would get hard of the pulleys had stopped turning and VINTAGE AIRPLANE 7 were being sawed through by (Left to right) Neil Whittlesey (Les' father), the cables." Jim Heinemann, project manager; ··Captain A sticking point for Lock­ Kirk" Me Quown, flight Instnldor and c0­ heed 12A owners is the main median; Lindy Whittlesey, (14); Les; his wife In the decades prior to World War II, gear tires; they aren't easily Susan; Steve Dotson, aircraft Allie the Sportsman Pilots Association cre­ available, if at all. The originals Whittlesey (12); and Dave w.anr.an_ ated crests for use by the members on were smooth doughnut types craft restorer. their aircraft. Whittlesey decided that and are no longer available. in the same spirit, he'd create one for "I didn't want to modify any­ his family. The "W" is seN·explanatory, thing, but the tires and brakes and the "LS" stand for Les and Susan, just weren't going to work on his wife. The "LA" stands for their a long-term basis. While I love daughters, Lindy and Allison. Lindy is the look, the old-style tires and named for Charles Lindbergh, and Al­ brakes are impossible to come lison for the great World War II fighter by, and the last thing r wanted engine of the same name. to worry about were odd tires and ancient brakes. So, we just liThe cowlings on the airplane were bit the bullet and went with perfectly usable, but when you're look­ Twin Beech tires, wheels, and ing at a round motored airplane, what's brakes. They aren't original, but the first thing that catches your eye? The r can service them and don't motors, right? So the cowlings had to be have to worry about them." redone, which opened an entire can of Totally remanufacturing worms because you don't just go to your (not restoring) an airplane like a Lock­ delivered over a 100 airplanes for Mc­ local scrap yard and come up with a set heed 12A isn't something you take on Donnell Douglas and Boeing, so he had of Lockheed 12A cowlings. They were a solo, and Whittlesey recognized that. As plenty of experience in managing com­ very specific shape, and the only way we much as he would have liked to be able plex airplanes. We started this in '03 were going to get them was by building to say, "I did it all myself," regardless of and flew three years later. I could prob­ our own. We teamed up with Yanks Air his abilities in the workshop, that just ably calculate how many hours we put Museum at Chino, which owns a C-40, wasn't practical. into it, but r really don't want to know. the only military version flying. Along liMy crew and r set up a little opera­ r know it's in the tens of thousands, and with three other owners, we made a die tion on Chino they called 'The Lock­ that's close enough. All I know for sure and stretched formed blanks for five heed Stinkworks,' and the slogan was is that it was a lot. Everyone asks, 'How ship sets of cowls. Of course, once you 'Where airplanes are restored to udder much money do you have in the air­ have the skins you have to add all the perfection.' This is in reference to the plane?' and r say, 'It is in the 2s .. . 'Too internal structure, which, with Yanks, dairies that surround the airport and much!'" we built enough parts for two airplanes. can usually be smelled. They even had One of the major problems in a proj­ We are really glad we did them, and an cartoon character dairy cow drawn ect like this is where you draw the line these will last way longer than the 63 up like the Lockheed skunk. as to what should be done. The short years the first ones did." li My brother-in-law, Jim Heinemann, answer is, you don't. Since the airplane Airplanes and big cars of the 1930s took over as project manager, coordi­ is such a piece of history and so visually shared a very distinct feel to their interi­ nating the various subcontractors we arresting, you really can't look at some­ ors. Whether it was Packard or Cadillac, had working on the airplane. He had thing and say, "That's good enough." Lockheed or Stinson, they all had an 8 AUGUST 2007 overstuffed, limousine feel to them, and When Whittlesey did the instru­ "Steve Dotson and Lefty McGluck­ to do the Lockheed's interior any other ment panel on his family liner, he had ian, two very good sheet metal men at way would be cheating on the experi­ another of those "how original do I Chino, worked on those wingtips right ence of flying in the airplane. go?" decisions to make. He wanted to up to the first flight. I think the paint "The original floor boards were ply­ fly this airplane as if it were a modern on the bottom of the wingtip was even wood sandwiches with balsa cores, twin, which meant including items that still tacky when they were put on. That which, of course, don't carry much of didn't exist in 1938. is one thing we don't want to ever have a fire rating, so we opted to go to alu­ "We really wanted to keep to the orig­ to do again, and I think the guys would minum skins on a balsa core in those inality of the time period of the aircraft agree with me." areas for safety reasons. But for the up­ while also including avionics that were The Whittlesey family is now enjoy­ holstery and headliner we went strictly provided for greater utility and safety. ing their aerial limo. The trip back from 1930s. We used original factory photos One of the team, Dave Waterman, took Oshkosh was the first trip the family for the location of changes in materials. out the entire control console and in­ had made in the plane, as she had only The headliner is the old mohair style, strument panel and completely rebuilt seven hours on her when she left Chino while the sidewalls have a wooden belt them. We reinstalled all the old instru­ for her first air show at Oshkosh. The strip, like wainscoting, running around ments, even down to the clock. To make whole family participated on the return the interior under the windows with things as original as possible, Dave even trip back, with Susan, his wife, and his leather up to that. All the fabric was made a cover from the old 1939 autopi­ girls, Lindy (14) and Allison (12)-yes, purchased from an antique auto inte­ lot that we could place over the modern they were named after Charles Lind­ rior company, and then we had it fire­ radios when we went to air shows. This bergh and the Allison engine helping proofed. Yanks had a complete set of way we could have a functional panel from the copilot seat in flying her back. plans, and we used those to rebuild all and keep it looking original. In fact, all of the kids' stick time has the seats, which are all different at each "It is amazing how small today's avi­ been in either the Wacos or the Lock­ location, so not one is the same. The onics are compared to the old ones. heed. Since then, SN/1277 has won the plans were invaluable, as we even cop­ Where the original autopilot was, we prestigious Paul E. Garber Trophy at the ied where the welt cords went on the were able to fit a Garmin GPS 480, an National Aviation Heritage Invitational seats. We even put the hat netting back MX-20 with satellite weather, a Mode S at the Reno Air Races. in, as everyone wore hats back then." transponder, a SL-40 second radio, and Still, as perfect as the airplane ap­ Being a mini-airliner, the 12A had a the audio panel with marker beacon." pears, is there anything that Whittlesey toilet, and that's a story of its own. As the restoration progressed, Whittle­ still feels isn't complete? "Considering how old the airplane is sey began to think about re-registering it "I'm still looking for an original lens and how many owners had worked it, because it carried a personalized N num­ that the red warning light on the nose it was pretty amazing to find it still had ber applied by a former owner, Hilton. used," he says. "I had to make one out the original toilet. While on the surface "The airplane came out of the fac­ of acrylic and it looks right, but it isn't it was a little primitive, it was pretty ad­ tory December 27, 1939, registered as right. I have the Lockheed part number vanced, with spring-loaded doors and NC18900. A quick search showed that for the lens, which is cast glass, but still a vent attached to the back to suck out number was now on a Ryan SCW and haven't come up with one. Also, the air­ any fumes. The bathroom even had an the owner wasn't going to give it up. plane originally came with hat clips for ashtray, which I found amazing, since I didn't want the personalized license the interior, like on the back of chairs at the airplanes had the option to have plate look, so I searched the FAA web­ old diners. We would love to get some two 50-gallon fuel tanks installed be­ site for available N numbers and came of those. And lastly, an original sales hind the pilots for longer range. Smok­ up with 18906, as it would layout the brochure, and flight and maintenance ing can be hazardous to your health, same size and be as close to the original manuals. I have copies of those, but especially when you are smoking next number as possible. " having originals would be great." to fuel. " Being a stickler for authenticity is the The concept was to build a safe, com­ "When we got the airplane, the door goal of any restoration, but it does have fortable piece of transportation that handles were off of a recreational vehi­ its downsides. Whittlesey felt good entrusting his fam­ cle of some sort and obviously weren't "By the time we were done, Michelle ily to and, judging from the amount of right. However, we also had original Gruenburg, the painter, hated me. It flight time they've already put on the ads and photos so we could tell what took us seven tries to get the logos and airplane, it looks as if he succeeded. the original door handles looked like. stripes right. We were down to counting "People always ask, 'After all that So, I took my pictures with me to the rivets on old photos and advertisements. work and how rare the airplane is, are Pomona Antique Auto Swap Meet and But I wanted her exactly like she came you afraid to fly her?' My answer," says started walking up and down the rows. from the factory, so it was important." Whittlesey, "is that you don't hang art Two hours later, 10 and behold, I found Every project has some part that dogs in a closet, so you need to fly these air­ two new old-stock handles still in their the builder right to the end. In the case of planes and get them out there so every­ original bags." the Whittlesey L-12A, it was the wingtips. one can enjoy seeing them." ...... VINTAGE AIRPLANE 9 The Golden West EAA I Fly-In Dan Schurph of Placerville, California, has owned his Aeronca Sedan since the early 1970s. Equipped with a seaplane door on the left side and supplemental type certificated metal fuel tanks, he's hoping it will go to a family interested in a classic airplane, as he has it up for sale. It won the Champion Classic trophy.

The best of the bunch in the antique category is Jerry Impellezzeri's masterful restoration of a Travel Air E-4000. We'll have an article on this outstanding restoration in a future issue of Vintage Airplane. It was the winner of the Antique Grand Champion of the Golden West EAA Regional Fly-In.

Mike Melvill and his wife, Sally, flew up in their Rutan Long-EZ for the day so Mike could be the speaker for the Saturday evening dinner. His talk about the work at Scaled Com­ posites and on the SpaceShipOne program (no, Mike couldn't fill us in on SpaceShipTwo-we tried!) had the audience spellbound. He was gracious, as always, doing his best to sign members' programs until he had to depart the airport for their return trip to Mojave, where he and Sally had to get back to work!

VINTAGE AIRPLANE 11 The newest of the EAA regional by the mountains to the west, the valley fly-ins has moved around abit in seems to have perpetual VFR weather. As the Central Valley of California, an I'm aconfirmed northern Midwesterner, area known as one of the most the dry summer weather is abit of cui­ fertile vegetable- and fruit- ture shock for me, but it's easy to get growing regions of the United used to. I always enjoy atrip out west States. The weather and hos­ to visit with members and friends who pitality is conducive to the I don't see nearly enough, and to mar­ growth of Fly-Ins, too, if the vel at their fantastic restorations. Our Golden West fly-in is any in­ thanks to members Rand Siegfried, Kent dication. The event seems to and Sandy Blankenburg, Paul Price, and have found agreat home in Golden West President John Gibson for Marysville, asmall city near their hospitality and help during our all­ the state capital of Sacra­ too-brief visit to the "Golden West." The mento. Insulated from the 11th Golden West EAA Regional Fly-In is Pacific maritime climate scheduled for June 6-8, 2008.

The Champion Antique award winner, from Napa, California, was Frank Russo's Piper J-3 Cub.

12 AUGUST 2007 These four family members were just a few of the thou­ The older Aeronca-styIe oleo landing gear is a clue that this is an early sands of people who passed through the gates of the Champion Citabria_ It was flown to the Golden West Fly-In by Don Johnston Golden West Fly-In_ of Davis, California, and took home the Contemporary Champion award.

The Reserve Grand Champion Clas­ sic of the Golden West was Brett Scheidel's Cessna 195.

Top dog in the Classic cat­ egory, the winner of the Grand Champion trophy was Howard McGinnis' Cessna 120. He's from Watsonville, California.

VINTAGE AIRPLANE 13 Ben Mueck and his family gather next to Ben's re­ cently completed restoration of this rare Curtiss­ Wright Travel Air Speedwing. Ben's had the project for more than 35 years. H was originally owned by Casey Lambert in St. Louis. Last year at the Reno National Championship Air Races, EAA Founder Paul Poberezny presented Ben with a photo of the plane taken when Lambert owned it. Lambert and Poberezny became friends when Lambert retired to the north woods of Wisconsin, and Lambert buiH a Baby Ace on floats that now resides in the EAA Air­ Venture Museum. The photo helped Mueck finalize his restoration's details. The Mueck family's CoW Speedwing won the Antique Reserve Grand Cham­ pion trophy.

Willie Turner, son of the late restorer/air­ craft replica builder Bill Turner, serves the Golden West as air boss. For his day job, Willie is the vice president of operations of the Hiller Aviation Museum in San Cartos, California, in the Bay area. For more info on the museum, visit www.Hiller.org.

14 AUGUST 2007 ARIZONA STEARMAN

Jack Pollack picked up his Stea­ was in March 1941 at Hemet Field. of Carefree, Arizona. rman project in Seattle, Washington, It bounced around California until Jack would like to thank EAA for in February 2000. It's a 1941 PTl3­ July 1945. Its last assignment was at its invaluable help in this restora­ B, serial number 75-873. The project Thunderbird Field II, now Scottsdale tion project. He also extends a special had been kicked around for many Airport. Interestingly, that was Jack's thanks to Tom Weidlich for his help years and was, as he puts it, "in a mil­ home base at the time he bought the and guidance. lion pieces in boxes." The last time it project. In another odd coincidence, After almost seven years and more flew was in 1968. the airplane was sold from the mil­ than 3,500 hours work, Jack's Stear­ Shortly after starting work on 099, itary to Leland Hayward and John man flew for the first time in almost he made contact with Ken Wilson, a Connelly. John Connelly is the fa­ 40 years, on November 30, 2006. The Stearman historian, and asked him ther of Scott Connelly, a friend of Stearman flew perfectly. to trace the history of this aircraft. Jack's! Scott is a former Stearman Jack Pollack, EAA 328199 Its first assignment in the military owner, now flying a Cessna 180 out Scottsdale, Arizona VINTAGE AIRPLANE 15 MISSOURI CHAMPION

This Champion 7FC (L-16 replica) was one of the last tinental C90-12F and a new Sensenich propeller and "greenhouse" models built by Champion in 1963. Don Airtex interior. Don extends his thanks to G&J Aircraft Miles did a complete restoration with new wood, glass, in Boonville, Missouri, for providing rebuilding advice and Poly-Fiber fabric. It was finished in AN yellow as an and inspections. L-16. This aircraft was an instrument trainer and has a Donald Miles, EAA 161653 full gyro panel. Dave says it now has a zero-time Con­ Columbia, Missouri

Here's what Joao Moura of BRAZIL LUSCOMBE Santa Catarina, Brazil, wrote con­ cerning his Luscombe: "I bought my project in March 2003. After hours and hours of pleasure working in the recovery, making a new instru­ ment panel and new paint (by myself) My Dream has already come true. '''My Dream is a 1946 Luscombe Silvaire 8E with C-85 12F (experimental). My Garmin Pilot III already shows I've accu­ mulated a total of 16,000 miles flown among the states of the south of Brazil. lilt is an incommensurable plea­ sure to fly this beautiful airplane." Joao Moura EAA 625755 Santa Catarina, Brazil 16 AUGUST 2007 KENTUCKY CUB According to the note sent in by Steve Trutschel, this NEW HAMPSHIRE Cub was ready for the scrap yard. Seven years went into bringing this 1940 Cub back to life. As you can see in this PIPER· TRI-PACER shot, the short field performance with just 90 hp is unbe­ lievable, with a takeoff run shorter than 200 feet. When Complete with a functional Piper autoflight system, this you add Super Cub controls, trim system, baggage com­ is David Adams' Piper Tri-Pacer, which he restored with the partment, 26-inch tundra tires, balanced elevators, PA-ll help of EAA Chapter 51, with additional help from Steve front seat, wing tanks, and the vortex generators, you Grant for the re-cover and Gene Rebielo for the engine have the original recipe for the yellow "smiley face." overhaul and certification. Steve thanks Susan Bell, who helped push him through This shot was taken after the first flight on May 5, 2006. the tough times and who would dig right into the nastiest The restoration was done in a garage in Dighton, Massa­ jobs. He also expresses many thanks to Cub Stewart of Red chusetts. Dave has owned this airplane for 35 years and Stewart Airfield (40I) for the use of his time, buildings, tools, wouldn't recommend taking that long to restore an air­ and knowledge of the little Piper Cubs. Also thanks to Cathy plane. It took so long because of all those wonderful inter­ Stewart for the extremely nice fabric work on this Cub. Steve ruptions in life: kids, family, work, and flying and keeping says, "Without the help of these very close friends, I would another aircraft. He's certainly happy he stuck with it! never have finished this delightful little airplane." David Adams Steve Trutschel EM 230967 EAA 0387707 West Ossipee, New Hampshire Alexandria, Kentucky

WISCONSIN CHAMP

David Meyer, who hails from the north woods of the wings and tail surfaces. The color scheme mimics one Wisconsin in Merrill, Wisconsin, restored this Aeronca published on the cover of Sport Aviation in 1996, but in Champ, which is powered by an 85-hp Continental en­ Cub Yellow and Juneau White. gine. New parts include wood, spars, struts, leading edges Dave thanks Darrell Kahn for his technical support, and cowling, and a snazzy Airtex interior. Done in the and A&P/IA Al Hatz. Stits Poly-Fiber process, the airplane actually belongs to David Meyer David's son, ]eremie. David's other son, Jody, helped with EAA 347287 the covering tapes and installing all those PK screws in Merrill, Wisconsin VINTAGE AIRPLANE 17 The winner of the 1929 Dole race

ARTICLE AND PHOTOS BY ED PHILLIPS

Now Dole had offered another tidy sum of money for :~lft;:~e:c~ someone to make the Pacific crossing to Hawaii. Beech really his pipe and couldn't see how the company could afford to interrupt cur­ $251 • thought about rent production to construct special racing ships for the Dole all that money. RelaxingOOO' in his office at the Travel Air fac­ contest. But it was very tempting, indeed. tory, he had heavy responsibilities on his shoulders. He had If a Travel Air won, there would be terrific publiCity. But if a been president of Travel Air since February 1927, after Clyde Travel Air lost ... Beech decided to give it more thought. Cessna departed the company. And now he faced a serious Hawaii was just a tiny speck amid the vast reaches of the decision: James Dole had put up $25,000 for the first-place Pacific Ocean. An error of a few degrees in navigation could winner to fly nonstop from California to Hawaii, and Travel spell disaster, making the pilot miss the islands altogether. Air was getting inquiries from pilots who wanted an airplane Meetings were held discussing the situation. Travel Air's to make the flight. board of directors authorized Beech to build two machines for But who should get an airplane? It was May, and 17 orders the Dole race and keep the production line rolling at the same had been tendered for Dole racers. Yet, Beech and the board time. That was a most important pOint, because Travel Air of directors at Travel Air hadn't decided who to build for. was still located in its West Douglas factory, where there was It wasn't the first time such orders had been received. Back very little space for construction of two special ships. in March Travel Air had refused three orders to build a large, The solution was a new factory, and Travel Air was slated transatlantic airplane for passenger service between New York to move into the facility in June 1927. The company had and Paris! Ever since Lindbergh's flight, it seemed everyone been busy producing the Models B, BW, and BH, along with was infected with "aviation fever." the Model 5000 monoplane for National Air Transport (NAT)

REPRINTED FROM Vintage Airplane JUNE 1983

18 AUGUST 2007 Lead: The new Woolaroc as it appeared in November 1928, Walter Beech, Bill Snook, Horace Weihmiller, and the ready to assault the transcontinental speed record. The cock­ board of directors perused the Dole race situation. The only pit was in center fuselage, making visibility nearly impossible. type of airplane suitable for the modifications necessary for APratt & Whitney radial of 400 hp is installed, and fuel tanks the race was the Model 5000 monoplane. totaling 600 gallons capacity inhabit folWard fuselage. This design was originally drawn up for competition and a production contract at the request of NAT in October 1926. in the West Douglas plant, but the new factory would greatly Clyde Cessna had designed, financed, and built his own reduce problems associated with normal production. monoplane, completely free of Travel Air control, in March Fifty men labored long hours to build Travel Air airplanes, 1926. Walter Beech liked it. Lloyd Stearman and Cessna rede­ and Beech knew that few could be spared for any special proj­ signed it to meet NAT requirements in the fall of 1926. ects. He consulted with factory manager Bill Snook. From By December NAT had flown the prototype and issued Snook's viewpoint, it would be possible to build two ships for a production contract to Travel Air for eight ships on Janu­ the race, but they would have to be built in the new factory. ary 7, 1927. Seats for four passengers in a heated cabin with By June everything was settled. The four NAT monoplanes wicker chairs was not too bad for those days! Even the large would be finished in the downtown facility, the Dole rac­ cabin windows could be slid open and closed for environ­ ers would be built out at the East Central location. Men and mental comfort. equipment began the move in June, and the production line But the cabin would not house seats and windows for the was hardly interrupted in the process. By June 30 the new fac­ Dole racers. Instead, large fuel tanks would inhabit the area, tory was humming with activity. with a navigator's station provided farther aft if necessary. Travel Air engineers handled the changes required to make the Model 5000 into a long­ distance flyer. Weihmiller was chief engineer, assisted but Herb Rawdon, Walter Burnham, and C.B. Bennett. Finally, on June 18, 1927, Travel Air con­ tracted for the first of two Dole race airplanes. A tall, handsome young man by the name of Art Goebel signed his name on the order and discussed modification with Beech and the engineers. Goebel had been flying mostly in California, where he worked for National Pictures, Inc. He was well-liked and respected as both a pilot and a bUSinessman, and these two points were well-taken by the board of directors of Travel Air. They interviewed and Travel Air's first product was the Model A, an example shown here being questioned Mr. Goebel for five days before flown by Walter Beech in the summer of 1925. This model firmly estab­ deciding to let him sign. Goebel had flown lished Travel Air's reputation as a builder of high-quality, dependable com­ other ships in California but came to Wichita mercial airplanes.

VINTAGE AIRPLANE 19 because he wanted a Travel Air. A $5,000 deposit was placed who ordered their ship on June 28 after surviving the same on the airplane and work began immediately. scrutiny from the board of directors. Their $5,000 deposit was Hot on Goebel's heels were Al Henley and Benny Griffin, placed and the factory began work on Dole racer #2. Soon after these orders were placed, the original Travel Air Model 5000, sold to Pacific Air Transport in 1927, was about to take off for Hawaii piloted by its new owner, Ear­ nest Smith. Walter Beech was aware of this attempt and wrote a letter to Smith recommending he allow Travel Air to suitably mod­ ify the ship for such a flight, but Smith refused. Smith and his navigator Carter had to turn back not long after they took off from Oakland's new airport because of a broken wind de­ flector. A second attempt was successful on July 14-15, 1927. Smith had a new navigator named Emery Bronte, and they were the first commercial pilots flying a commercial airplane to reach Hawaii. The Army had beaten them, though. Mait­ land and Hegenberger flew their Atlantic C-2 from Oakland to Wheeler Field on June 28-29 to become the first airmen to fly that route. As July drenched Wichita in typical Kansas heat, Frank Phillips of the Phillips Petroleum Company entered the Dole race picture. He decided to sponsor both Goebel and Henley in the race, partly because of promotion for a gasoline named "Nu-Aviation." But Frank Phillips also cared about aviation. His cash en­ abled Art Goebel and Griffin to enter the race as their finan­ cial backers did not have all the necessary funds. Because of Wright J-5CA of 200 hp powered the Woolaroc across the Phillips' help, Goebel named his ship the Woolaroc, a word Pacific to Hawaii. The engine shown here is the original meaning woods, lakes and rocks, the topographical features powerplant. Note the pressure grease fittings on the rocker of the Phillips ranch in Bartlesville, Oklahoma. box assemblies. These were special fittings that, once The Woolaroc was ready for test flight by August 2. Clar­ grease was injected into the box cavity, would keep pres­ ence Clark, Travel Air's chief test pilot, made the uneventful sure feeding the lubricant to the valve mechanism. These hop. Weighing in at 2,200 pounds empty, the Woolaroc was units were considered standard equipment for any long-dis­ well-dressed for the rave in her colors of Travel Air blue fu­ tance flight. Lindbergh also had them on his Wright radial. selage and orange wings. Wingspan was 52 feet and power The "sunken" exhaust ring shown here was developed by came from a Wright Whirlwind of 200 hp. Wing and fuselage Travel Air engineers and was used only on the Woolaroc. tanks carried 425 gallons of fuel, the fuselage units being spe­ Magnetos are hidden behind bumps forward of cylinders. cially made for this purpose. Travel Air workers rushed to get the Woolaroc completed as the date of the race, August 17, was not far away. Goebel accepted the airplane, paid the balance of the $18,000 price tag, and took off for Bartlesville. He visited with Frank Phillips and then departed for California on August 6. The flight to California was very important. Fuel con­ sumption and engine break-in were paramount concerns for Goebel. He double-checked everything. All went well and he arrived at Oakland on August 9, ready to go. Walter Beech departed Travel Air Field on August 7 to fly out and supervise servicing and handling of both the Woolaroc and the Oklahoma, as Griffin and Henley's ship had been named. Phillips had a cache of "Nu-Aviation" fuel wait­ ing at Oakland for both airplanes. The Woolaroc was equipped with a Pioneer earth induc­ tor compass, drift indicator, and a radio taken from Earnest View of the cockpit showing instrument panel, stick, and Smith's Travel Air. All Goebel lacked was a naVigator. The throttle quadrant details. Mannequin of Art Goebel is sit­ race officials highly recommended a navigator, especially one ting in the cockpit. qualified in celestial/marine navigation. Few pilots in 1927 20 AUGUST 2007 code position reports to passing ships. By midnight Goebel had climbed the Woolaroc to 6,000 feet atop a stratus layer of clouds. They held to course and waited anxiously for the dawn to greet them. Only then could they check their drift from the night wind. When sufficient daylight existed, Davis and Goebel dropped smoke bombs to check drift. As an aid, Travel Air workers had painted angular drift lines on the Woolaroc's horizontal stabilizer. Calculations showed a groundspeed of nearly 100 mph, with the predicted northeast winds aloft helping them out. A course change was made to 230 degrees for the final hours into Wheeler Field. The wind was shifting to the east and southeast, so Goebel held the new course despite his dis­ agreement with Davis over the heading change. With mannequin removed, more can seen. Hours went by. The Wright droned on perfectly. Both the stabilizer trim wheel on left cockpit sidewall, mounted men were getting tired but felt good. Then Goebel noticed at left of pilot seat. Fuel lines from tank to selector assem­ what seemed to be a "cloud" on the distant horizon. But it bly, pulleys for control surfaces are also visible. didn't move as they got closer. "Mauil" thought Goebel. It was MauL Soon the "Woolaroc" flew past Diamond Head, met there were experts at both, so the idea was a wise one. by a Boeing PW-9 pursuit ship from Wheeler Field. As Goebel D. W. Tomlinson, a lieutenant in the Navy, knew someone and Davis watched, the Boeing pilot nestled in tight forma­ Goebel could depend on for his navigator: Lieutenant Wil­ tion with the Woolaroc. He held up one finger and was grin­ liam V. Davis. Goebel and Davis already knew each other, so ning from ear to ear! They were first! the team was formed and the race date closed in. Goebel flew inland and landed at Wheeler Field 26 hours, Brice Goldsborough and]. D. Peace of the Pioneer In- r------­ strument Company were on hand to check equipment. The Woolaroc compasses were calibrated and the earth in­ ductor unit checked. Accuracy of these components across 2,500 miles of open ocean was well appreciated by all 15 entrants, and Goldsborough and Peace were busy men prior to take-off day. On August 8, all pilots drew take-off slots. Goebel ended up number 7. Benny Griffin was number one in the Okla­ homa. On race day, August 16, 1927, both the Woolaroc and Oklahoma took off safely and were on their way. The Okla­ homa returned to Oakland after only one hour en route and was out of the race due to an overheating engine. Now Travel Air and Phillips Petroleum were down to one airplane and two airmen, winging their way toward Hawaii. The Woolaroc was doing fine. Davis was able to receive signals from the Army's San Francisco-Maui radio range, installed for the Maitland-Hegenberger flight. Celestial sightings were also taken along the route, with Davis opening the hatch on the upper fuselage for sextant reading. The hatch also had a windscreen built into it so that slipstream buffeting would not affect the sightings. Up front, Art Goebel was flying the Great Circle routes given to him by Davis. This information and other data were transmitted between the two men via a pull-string pulley ar­ rangement. The Woolaroc was level at 4,000 feet for the early portion of the flight, holding a heading of 250 degrees. As the blue/orange monoplane progressed westward it was slowly engulfed by the Pacific darkness. They were in­ deed alone. Davis now took sightings on Polaris and transmitted Morse VINTAGE AIRPLANE 21 Right fuselage view, looking forward. Notice that entry door no longer has large window as original door did.

Close-up view of throttle quadrant on left cockpit sidewall. when Goebel ordered his airplane in June, he didn't even Three levers are throttle (top) , spark advance/retard (cen­ specify any colors! Goebel had put everything in the care of ter), and mixture (bottom) . Travel Air. From August to October, the Woolaroc flew more than 10,000 miles attending tour stops in celebration of the Dole win. When she returned to Travel Air in October, it was time for a complete re-cover and overhaul. And it was time for a sec­ ond chance at glory. Art Goebel had a plan for the endurance record, using the Woolaroc. He instructed Travel Air to install 525-gallon fuel tanks, strip all excess weight from the Dole race configuration, and beef up the landing gear to handle the higher gross weight. But Goebel had company. Griffin brought the Oklahoma back to Travel Air for the same modification for the same pur­ pose. He and Goebel discussed making a two-airplane endur­ ance attempt, but the idea was scuttled later. Goebel intended to use Wichita for the attempted flight. The grass runway at Travel Air Field was not long enough at 2,500 feet to safely take off with all that fuel, so preparations were made to use the California section south of the Travel Air factory. A one-mile-long runway was prepared, but after the modi­ fications were done to both airplanes, both pilots began to have second thoughts about basing the attempts at Wichita. Perhaps it was the small purse of $7,500 offered for the event, Art Goebel seated in the revised cockpit of the Woolaroc or the fact that only $5,000 had really been raised by late fall transcontinental speed ship. Full instrumentation, including when the flights were to be made. Pioneer earth inductor compass, was installed on panel. Goebel also complained that Wichita's field elevation The two windows shown here were the only means of out­ of about 1,400 feet above sea level would hamper climb side vision and were enlarged after first flight. Top speed performance of the Woolaroc and that longer span wings of ship was 160 mph, but cruise was a disappointing 135 needed to be built. But there was no money, time, or justi­ mph, not fast enough for a new record attempt. fication for them. About this time news was received that cities in Texas and 17 minutes and 33 seconds after takeoff. It was a victory well­ Florida were offering much higher sums of money for pilots earned and Goebel had much thanks for his navigator, Bill to make their endurance flights there, and this ended both Davis. Both men were honored during their short stay in the Goebel and Griffin's interest in a Wichita endurance flight. islands. The Woolaroc was disassembled and shipped to the After consultation with Phillips, Goebel decided to retire states aboard the steamship Monoa. the Woolaroc. Clarence Clark flew the ship down to Arkansas In October, Goebel and the Woolaroc flew into Wichita and City, Kansas, for long-term storage in February 1928. received a hero's welcome. Walter Beech commented that But Goebel returned to claim his airplane in August. He 22 AUGUST 2007 planned to fly the ship to Los Angeles, where it would be on But Goebel wasn't worried. He got in, fired up the radial, display while Goebel would be winging his way across the and performed some preflight checks. The stacks of the Pratt U.S. in a Lockheed Vega, attempting to set a cross-country & Whitney engine were barking loudly as it idled and then speed record. It was a nice bit of publicity work indeed. ran up, whipping the chilly Kansas air. Pete Hill and Goebel flew to Arkansas City but couldn't get Ready for takeoff, Goebel lined up, fed in the throttle, and the Wright started. The magnetos were dead. Another set was experienced a rapid acceleration as the Woolaroe gathered speed. installed and the Woolaroe was soon off for Los Angeles. But he couldn't see! He was making the takeoff without raising On August 20, Goebel set a record from Los Angeles to the seat, relying only on the side windows for visibility. Goebel New York in 18 hours, 58 minutes. He averaged 150 mph. just looked outside as best as he could and kept on going! Goebel began serious consideration of an east-west trip in the Once airborne everything was normal. But visibility was upcoming months. But there was no Vega for such a flight .. . very poor at best from his aft perch in the Travel Air. Beech took the only ship readily available was the Woolaroc. off in a J-5 Model 4000 biplane and tried to catch up with the Phillips wanted more publicity out of the Travel Air, and Woolaroe. He just couldn't keep up with Goebel. A full-throttle he discussed the idea of using the Woolaroe for the east-west speed check disclosed an indicated airspeed of 160 mph! Not speed dash. Goebel knew it wasn't designed for pure speed, bad, but not good enough for a cross-country attempt, and but maybe Beech and Travel Air could do something about Goebel was discouraged. He needed to average more than 160 that. mph to better the existing record, but the Woolaroe wouldn't Beech listened along with Herb Rawdon, Walter Burnham, be able to make that kind of speed and he knew it. and other workmen who would be involved in modifications Throttling back to cruise rpm of 1,900 yielded a paltry 135 to the airplane. They didn't like what they heard. Goebel pro­ mph. There was no use continuing the flight. Performance posed removing the cupola, gutting the front cockpit, and was just not good enough. Art Goebel hadn't bargained for fairing it over for less drag. The pilot would sit in the aft com­ what happened next. As he approached for landing, he could partment, where side vision out of two windows would suffice barely see the runway area. Judging the flare was tough, and for flight viSibility. The engineers immediately discounted that the ship hit hard, bounced, and Goebel had to feed in bursts idea. They told Goebel the airplane would be so "blind" with of power to keep her flying. Then the ship hit again, bounced, that 52-foot wing obstructing nearly all forward vision that it hit, bounced, and finally came to a controlled stop. would be unsafe to fly. But Goebel insisted, after some heated Goebel got out of the airplane and started looking for discussion with Travel Air personnel, that he could handle the rr====i=::=7:;;;;;:~======::;--:-­ airplane just fine and he wanted the change made. Beech agreed to all the modifications and the Woolaroe dis­ AERO CLASSIC appeared inside the Travel Air factory. Deadline for all work "COLLECTOR SERIES" was November 20, the night Goebel wanted to make the Vintage Tires flight west, using the full moon as an aid to navigation. The front cockpit was dismantled and the area faired over. New USA Production Additional fuel tanks were installed there, bringing the total Show off your pride and joy with a fuel capacity to 600 gallons. A new instrument panel was in­ fresh set of Vintage Rubber. These stalled in the aft compartment, where Davis had sat during newly minted tires are FAA-TSO'd the Dole race. All new flight instrumentation was included, and speed rated to 120 MPH. Some things are better left the way they with full capability for "blind" flying in use at the time. were, and in the 40's and 50's, these tires were perfectly in A special seat arrangement had to be worked out for Goe­ tune to the exciting times in aviation. bel. He would be able to raise or lower his seat as required to Not only do these tires set your vintage plane apart from see through an opening cut in the upper fuselage. This was to the rest, but also look exceptional on all General Aviation be used during takeoff and landing. The original entry door aircraft. Deep 8/32nd tread depth offers above average was retained on the right side. tread life and UV treated rubber resists aging. The Wright "Whirwind" was removed and a Pratt & Whit­ First impressions last a lifetime, so put these ney (P&W) Wasp of 400 hp installed, complete with "bayo­ bring back the good times..... net" exhaust stacks. The extra fuel capacity would be needed New General Aviation Sizes Available: for the big, thirsty P&W. 500 x 5, 600 x 6, 700 x 8 Despite hard work, the Woolaroe couldn't be completed Oesser has the largest stock and prior to November 20, but was done by November 24. Goe­ selection of Vintage and Warbird bel inspected the ship and approved all the changes. Even the tires in the world. Contact us landing gear drag had been reduced by changing the overall area and profile of the gear struts. with The mild-mannered Woolaroe had been transformed into TelePhone: 800-247-8473 or /fi 323-721-4900 FAX: 323-721-7888 a slicked-up speedster, but how fast was it? It was time to find , 6900 Acco 51. , Montebello, CA 90640 out. Clarence Clark told Goebel that he had better be careful DESSERRE & RUBBER COMPANY 3400 Chelsea Ave , Memphis, TN 38106 www.desser.com on takeoff .. .it looked pretty nasty to see out of the aft cockpit. ft VINTAGE AIRPLANE 23 he came in for landing without the ben­ efit of landing lights. The Woolaroc touched down safely but then hit an unseen ditch that caused the ship to lurch to a stop, her main landing gear damaged, her pilot a lit­ tle upset. Goebel decided to repair the airplane and return to Wichita. Even he now agreed it was just too unsafe for flight. After a few days making repairs, he took off for Travel Air. But the Woolaroc had one more scare in store for her pilot. The NAT airplanes were larger than Model 5000 prototype, and most were Flying in a foggy mist, seeing ahead was powered with newer Wright J-5 series engines of 225-230 hp. Cabin was impossible. Nearing the west side of St. heated and featured sliding side windows for inflight ventilation. A vomit Louis a tall water tower flashed by the side tube was standard equipment... visible under fuselage. window, barely clearing the wing. Goebel just kept flying, thinking how close that one was and wondering why he modified a docile machine into one that almost killed him! The Woolaroc landed at Travel Air Field on December 1, and Goebel told Walter Beech and Frank Phillips he could not safely fly the ship and it should be retired permanently. Beech and Phillips agreed com­ pletely with Goebel. Located on the Phillips ranch, the museum would be a permanent leg­ acy to Travel Air and the feats of the Woolaroc Art Goebel and William Da­ vis, as well as the many men who de­ signed and built the ship. The Woolaroc was the 11111 Model 5000 built, and posed here are some of the men who It was decided to return the designed, built, and flew her to victol}'. (L-R) Howard Baccus, Walter Burnham, Herbert Woolaroc to its original configu­ Rawdon, William Hauselman, "Pinky" Gromes, Ted Cochran, Art Goebel, Ralph Morton, ration of the Dole race, and this Harold Brooks, Horace Weihmiller, and Clarence Clark. Photo taken prior to Dole race. work was carried out under the Note wind drift eye-cup and sight wires on cockpit door, Pioneer magnetic compass di­ able workmanship of Carl and Guy rectly behind windscreen. Winstead, two of Wichita's early aviation personalities. It was re­ Walter Beech. He told Beech that the windows needed to be painted Travel Air blue and orange and flown on a 15­ enlarged for better visibility and that the airplane was a bit day "farewell tour" by Goebel. Phillips had received over tough to fly from the aft cockpit. Workers were put on the job 400 requests for such a tour, and Goebel consented to quickly. They built the openings larger and lowered the seat make the flights. more. That was all they could do, as Goebel wanted to take The Woolaroc was unlicensed for the tour and was placed off that day for New York. in the museum in August 1929. The license for NX869 was Another test flight was made, and Goebel found the larger permanently retired on November 16, 1929. windows were some improvement. His handling of the air­ Editor's note: Since this article was written, the Woolaroc has plane was better, and he felt more confident it was flyable. been restored and is now on display in it's own "airplane room" He left Wichita late in the afternoon and pointed the within the Woolaroc Museum and Wildlife Preserve, located 12 reborn Woolaroc east, toward St. Louis. Arriving after dark, miles south-southwest ofBartlesville, Oklahoma. www.woola­ Goebel couldn't locate his primary airport, so he went look­ roc.org, or call 800-636-0307 for hours and information. ing for any airport he could find. The sooner he got the airplane on the ground, the better. He had only made a Should any readers wish to inquire of the Frank Phillips Foun­ few landings with it during the day and landing it at night dation and Museum for more information on the Wooiaroc, the would be a chore indeed. following address is provided: Frank Phillips Foundation, Inc., He finally found an airport. Letting down cautiously, Woolaroc, Route 3, Bartlesville, OK 74003...... 24 AUGUST 2007 Getting Your A&P Rating Part II - Long-in-the-tooth A&P students

BY DAVE CLARK

Vincennes University Avi­ Gehrich, the department ation Technology Center head, said that I could, (A&P school) in Indianapo­ but it was not given until lis is the home ofa number the next semester. He then of"senior" A&P students. A handed me a brochure state law allows Indiana re­ which contained all of the tirees 60 and older to attend classes offered in the A&P this state-supported school school and asked if there tuition-free. Yes, that's right, were any other classes FREE. This is made possible that might be of interest. through the Indiana Senior I picked the sheet metal Scholarship Program. class, and I was hooked! The classroom work and This is the tale of four seniors' the labs were excellent wish-a longtime goal for some, and made me want more! a more recent one for others-to I got along famously with earn an A&P certificate. All four cover of the magazine in December all of my "much younger" classmates are pilots and EAA and/or VAA mem­ 1985. and seemed to fit right in. bers who wanted to know more about In 1985 I was "recruited" by Dale The FAR class was put out of the the planes they fly. (Gus) Gustafson to help judge an­ way next. By the time the fall classes As a kid, I think I built almost tique aircraft at Oshkosh and I have started, I had signed up for all of every kind of model airplane in the been judging every year since then. the airframe classes and I thought I known world. But Mr. Piper's Cub was My family and I attended the EAA would get the airframe certification the first real plane I ever flew, back in fly-in two times in Rockford and and leave it at that. 1958. Forty fun-filled hours later in since then I have missed only two of After the"A" was in my back the Cub, I had my Single-engine land the events at Oshkosh, both times for pocket, I missed the classes and the pilot's certificate. business reasons. interaction with professors and stu­ In 1969, I bought a 1946 Aeronca 1995 brought a tornado to our lit­ dents, so I enrolled for the second Chief (NC-9726E) for $1,450. It was tle Indiana airport that the weather year. Now it was time to take all of even in flying condition! In about 1971, bureau called "straight-line winds." the powerplant classes. Two semes­ I thought I would recover the Chief Right! Twenty airplanes were totally ters later the pretesting, FAA written and put it into original colors. It would destroyed and the huge hangar was tests, orals and two days of practicals take about five to six months-or so I about 200 yards removed to a corn­ were out of the way and I was a real thought! Make that two years! field. The Chief was rolled up in a A&P. It makes the owner-assisted an­ At first it seemed I was better blue-and-yellow ball with its wheels nuals a lot more fun! suited to chemistry, test tubes, and pointing skyward! It was enough to After graduation, Mr. Gehrich pharmacology than to aircraft res­ make a grown man cry. asked me to do the substitute teach­ toration, but years of working on Meanwhile, I bought a Piper Tri­ ing at Vincennes University Aviation old cars helped some. Mike Girdley, Pacer in partnership with Paul Vogel, Technology Center and I have been A&P/ lA, helped me with the work who is also featured in this article. A having a ball teaching several differ­ and made sure everything was done guy has to have something to fly! ent classes. Tutoring two young stu­ correctly. While waiting to fly in the About four years ago, restoration dents two times a week in the A&P Parade of Flight at EAA AirVenture on the Chief began to show some classes has been my latest project. 1985, Gene Chase, then the editor progress. In 2001, my retirement gave If everything goes well, the Aeronca of Vintage Airplane, took a beautiful me time to take a welding class at the Chief (late of the tornado) should be photo of my Chief and put it on the A&P school in Indianapolis. Mike flying by the fall of this year. The VINTAGE AIRPLANE 25 EAA members diana Community College Network all, in the back website, I read about the Indiana Se­ row we have Joe nior Scholarship Program. Since Vin­ Kokes, A&P·IA, cennes University's A&P school was Tim LeBaron, only 15 minutes from our home, A&P·IA and Gary bells went off in my head! I debated. Zeller, A&P·IA. Should I go back to flying and rent an The students in airplane once or twice a month, or front are Dave should I earn an A&P certificate and Clark and Paul put off flying for a while? I decided Vogel to earn the A&P certificate and I am really glad I did! I am having a great time learning the vast array of skills necessary to graduate from the uni­ versity and earn an A&P certificate. By the time you read this, I will right aileron of the Chief was de­ quote a famous tiger, "It's grrreat." have earned my A&P. I never realized stroyed and I decided to "make one" Dave Clark (EAA 71411, VAA it would be so enjoyable to go back with this shiny new A&P certificate. 9581) is a retired pharmacist, to school! Being around the much It is under construction at the time of professional speaker, and associ­ younger folks makes you actually feel this writing and is looking good! ation management executive. He younger yourself. The professors at Vin­ The Chief's fuselage welding repairs is also a member ofEAA Chapter cennes University are terrific and have were done by A&P/IA Mike Girdley. 1311. Dave uses his new expertise been very helpful and patient. I would During the past two years, I over­ to teach new A&P students, and recommend going back to college and hauled the Continental A-65-8, the to work on his Aeronca Chief. earning an A&P to anyone, but espe­ two magnetos, the carburetor, and cially to any retired person who has an many other pieces and parts. The in­ A few of Dave's fellow A&P stu­ interest in airplanes. Go do it! struments were sent out to Keystone dents weigh in on the benefits of John C. Broyles, EAA 135502, is Instruments in Lock Haven, Pennsyl­ earning an airframe & powerplant an A&P a nd a gra duate of Vin­ vania, and they look fantastic. The mechanic's certificate: cennes University in Indianapo­ wood-grain instrument panel was lis and a member ofEAA Chap ter hand-painted by Hot Brush in Bird John C. Broyles 1311. City, Kansas, and looks beautiful. Tail My retirement from Delta Air Lines feathers are covered with Ceconite as a customer service agent became Eastwood Herin 102 through nitrate with Randolph official in November 2000. Today I As most of you know, achiev­ Dope to follow. The rest of the cover­ work part-time as a handyman and ing your dream in aviation can mean ing is waiting for better weather. attend Vincennes University Aviation many different things, and we are for­ Before I started the A&P classes, Technology Center pursuing and A&P tunate to have choices. However, when and having worked on several of certificate. the dream eventually becomes the ca­ my other planes, I thought I knew a At the age of 13, I got my first ride reer, the career seems to take us away fair amount about small airplanes, in an airplane when my dad's cousin from the basics that led us to the dream but I didn't realize how much I landed a pretty yellow Cub at the in the first place. I knew that when re­ didn't know! family farm just west of Indianapolis. tirement from line flying was finally In summary, I can't say enough One day, when I was 21, my Uncle forced upon me, "not flying" some­ about how helpful and encouraging Sam said "I need you boy," and off I thing would be out of the question. En­ all of the professors are. The equip­ went to training as a Huey mechanic. ter the PT-17 Boeing Stearman. ment and aircraft are outstanding and After a tour in Vietnam, I returned to Returning to the beginning sud­ the instruction was excellent! I never Indiana, took up flying, and earned a denly takes on a whole new meaning. expected to be able to work on such a private pilot certificate. A little over 12 years ago while a re­ variety of aircraft-which included a As so often happens, I got married, serve captain at my airline's New York Boeing 737 as part of my class work. started a family, and a familiar story base, I began to collect everything I Since earning my A&P, I take on each unfolded. There was not enough could about the noble Stearman bi­ restoring task with a totally new en­ money left over for flying! However, plane. The souped-up version with thusiasm and excitement! I would the desire was always there to own a Pratt & Whitney 450 engine was recommend the A&P school at Vin­ and fly my own Ercoupe or Champ. my first airplane ride. Memories of cennes University to anyone-no, Retirement began a new era in my slow rolls into the sunset over freshly make that everyone! Go get an A&P. To life. One day, while looking at the In­ drenched Indiana farmland will al­ 26 AUGUST 2007 John Broyles and Eastwood Herin, now A & P mechanics, in the small engine overhaul class at Vincennes University Paul Vogel, with over 14,500 hours of flying, earned his in Indianapolis. A&P after retirement. ways linger in my Technicolor brain. ages senior retirees over the age of 60 and an A&P student at Vin­ However, since acquiring one in fly­ to return for vocational and degree­ cennes University. ing condition is not possible on the oriented retraining with a substantial average aviator's paycheck, I began assistance incentive of fully paid tu­ Paul Vogel, A&P what is called "delusion planning." ition. I have found that this program After more than 50 years and more That's when the average Indiana trac­ is offered in some other states, so if than 14,500 hours of flight time, I tor mechanic thinks he has enough you are thinking about expanding could not separate myself from the ex­ smarts to put together an antique air­ your ability to maintain your own or citing field of aviation. Having spent plane from a basket of parts. someone else's aircraft, check out the lots of hours listening to the hum of Smarts and parts are the only two continuing education departments in engines, I was always amazed that items flying in formation with that your state. they performed so faithfully during all planning program. It takes e-d-j-i-k­ One major regret is that more kinds of weather and at altitudes where a-s-h-u-n! Speaking with experienced good might have come from obtain­ the temperatures were more than 80 Stearman rebuilders, I met many who ing the license at a younger age. Once degrees colder than the ground below. started out with enthusiasm but soon you are actively employed in avia­ I would watch the glow of the turbo­ tired of the time and expense of track­ tion, there is virtually no way to at­ chargers under the cowling hour after ing down parts all over the country­ tend the FAA-approved curriculum, hour during night flights and marvel side to fill the voids in their "basket." and the only way to do it then is to at how dependable they were. With Most of the success stories came from gain the actual experience working most of the passengers asleep and all individuals who started with at least with a A&P/IA, logging 30 months the gauges, dials, needles, lights, and a complete carcass and, most nota­ of apprentice experience in order to instruments telling me that all was bly, these were the smart ones who qualify for the written and practical well, it was very relaXing, though a bit took the time, at some point in their exam. (See Kathie Ernst's article in boring at times. Still, it was the way aviation career, to obtain the A&P the July issue of Vintage Airplane for you would want it to be. mechanic's certificate. That means more information on earning your Then, when turboprops and jets SCHOOL at age 60! A&P in that way.) Take the opportu­ came along, and flights would pen­ I already had the desire, but there nities when you have them. etrate precipitation that was so heavy was also some fear factor. The money No matter where you are in life, you could hardly see the wingtips, thing was no small consideration ei­ if you love airplanes and the people you could depend on the fire to ther. The school where I started soon involved, the A&P certificate might keep burning with no added igni­ lost its original airline ownership to a be your ticket to either remaining in tion. Flameouts were so rare that it technical-oriented school conglomer­ aviation or simply expanding your was hardly considered. Some of the ate that doubled the tuition. I made horizons. I've started a new dream, helicopters I flew did, however, have some serious inquiries and found a and that Technicolor brain still sees a problems with flameouts in heavy better option in a local two-year col­ barrel-roll into the sunset. This time snow. Installing instant relight kits lege, Vincennes University. I'll be at the controls, with the pride took care of that and the pilots never During the application process, I of building my own! Dream BIG! knew there was a flameout unless was pleasantly surprised that Indi­ Eastwood Herin is retired they checked the cycle count that ana, my state of residence, encour- Continental Airlines captain would register one more engine cy- VINTAGE AIRPLANE 27 cleo Improvements never cease. at hand with a lot of patience for the right kit, and making arrangements to After my days of flying for oth­ neophyte would-be mechanics. clean out the garage to have a place to ers, I wanted to know more about Being a senior citizen among a work on a project, I have begun build­ these flying machines that never bunch of college-age young folks may ing a Son ex. Now I feel a bit more stop evolving into ever-more-excit­ seem a bit awkward at first. But that comfortable in doing it "A&P" right. If ing means of travel. only lasts until the first lab assign­ you have ever considered taking such I had attended many factory train­ ment; then everyone is in the same training, I would highly recommend ing seminars and classes for flight boat, checking ADs, verifying compli­ you take a look at what Vincennes crews to familiarize them with the ance with type certificate data sheets, University has to offer. Ifyou're not in latest and best aircraft we were flying. searching through maintenance Indiana, check out your state techni­ It was, however, a cursory, quick cov­ manuals, microfiche, computers, ad­ calor vocational schools. I hope you erage of the systems that would be at visory circulars, etc. Working closely will enjoy it as much as I did! my disposal to make the flight safe with the next generation has been Paul Vogel, EAA 412992, is a and enjoyable. There was still a sense a rewarding experience and it gives retired Indiana State Police chief that I wanted to know more of what me a feeling of encouragement for pilot and was a professional cor­ was going on "under the hood." the future of aviation. On occasion I porate and charter pilot. He has When I discovered that the Vin­ couldn't help but tell a few "hangar owned several small GA aircraft cennes University A&P program was stories" that most seemed to enjoy, and has attended Vintage work in my own backyard, and was shown and some said they benefited from parties as weU as many EAA Air-­ all of the planes I would be able to my experience. Just like way back in Venture Oshkosh fly-ins. He is a work on, I couldn't resist giving it a my college days, there were those member ofEAA Chapter 1311. try. With both recip and turbine en­ brainy few who had all the answers Since this article was written, Tom gines there to be taken apart, put back and were always helpful to me on Chapman, also an EAA and Chapter together, and finally taken to the test some of the fuzzy parts. Overall, it 131 member, has also earned an A & cell for the moment of truth, you can was a great experience. P thought the seniors program. Tom see that it doesn't get much more ex­ Now that I have completed my is a retired physics teacher and now citing than that. Although you never training for the A&P certificate, and teaches physics at Vincennes Univer­ leave Mother Earth, there are a lot of passing the oral and practical exams, sity A & P school. anxious moments before that engine I'm going to have to find something bursts into life. Thankfully, the all­ else to do in the field of aviation. Vincennes University website: knowing instructors were always close After shopping the market for the http://www.vinu .edu

rAiLW~eeL5

DAVE BROWN C 2007 www.tailwheels.com

BY BUCK HILBERT

Change in the air

A few issues back I had written a their schedules better than 90 percent pressurized for passenger comfort. bit about flying becoming too compli­ of the time. I did like the DC-3. It was stable, cated. This article has fostered ques­ I did get a chance to fly the later good for short-field operations, reli­ tions from some of the membership. twin-engine airplanes, like the Lock­ able, and actually almost indestruc­ Questions like, You flew a restored heed 10 and the Boeing 247. I found tible. It was somewhat limited, being open-cockpit Varney Airlines Swallow them to be just great for stability and unpressurized. Most of our flying was (Varney later merged into United Air­ handling. They do require attention done at minimum en route altitudes, lines); what was it like? How does it in ground handling. That rudder be­ in visual flight rules, and never above compare with the later airliners like the comes an important factor in keeping 10,000 feet. We became intimately ac­ DC-3 through the transition to jets? it going straight down the runway! quainted with the terrain and towns Good questions. And it gave me along the routes, avoided thunder­ food for thought. storms, if at all possible, and made The open-cockpit Swallow was the The DC·3 had many radio range and automatic typical biplane of the late '20s. Not direction finder approaches when too stable, four ailerons that gener­ about reached the we had to. There were times when ated a lot of adverse yaw, and it just we sometimes traversed the same wouldn't fly hands-off. It would wan­ end of its big airline weather front three times in one day. der all over the sky, and it kept you We earned our pay. on the edge of the seat all the time. It career when I began Passenger comfort was always a was work even though it was exhila­ problem. Very little heat in the win­ rating and sometimes fun. flying it ... tertime, sweltering in the summer, I didn't get to fly the de Havilland along with plenty of noise, vibration, DH-4 or the Curtiss Carrier Pigeon, and sometimes turbulence made the with the 400-horse Liberty engines, The experience flying the military trip very interesting. Flying was still but the sheer size of them probably Twin Beech AT-lIs, C-45s, and B-17s an adventure, and people really had a made them even more difficult to carried over when I went with United sense of accomplishment when they handle. I'll have to ask those fellows Airlines. I had already learned about got there. in St. Louis who just restored one at using the engines to help in taxiing, The Convair series of airliners were Creve Coeur Airport. Looking at the and becoming proficient in han­ the biggest change. Pressurized, and book the airmail pioneers published dling engine-out problems was of now able to climb to much higher back in the 1950s, and seeing the extreme importance. altitudes, they were equipped with number of nose-overs and damage The DC-3 had about reached the weather detection radar and with as the result of forced landings and end of its big airline career when I be­ modern instrumentation and naviga­ weather problems, I'm happy to have gan flying it, although it remained in tion equipment so we could go high missed that era. In my opinion, those service on the less populous routes for or low as the situation called for. They pilots were real heroes. They flew many years after competition in the had nose-wheel steering that eased those unstable, unreliable airplanes busier markets gave way to the bigger ground handling, autopilots for easy and in the worst possible weather and more efficient types. Moderniza­ straight-and-Ievel flight between sta­ conditions with no navigation aids. tion was taking place. The Convair tions, and even a PA system to keep They did it with no blind-flying in­ 240s and 340s were much more effi­ the passengers informed, rather than struments, and yet they completed cient, carried more people, and were notes passed back down the aisles. 30 AUGUST 2007 Plus they had air conditioning. It was the capsule and asked him how it In squeezing every bit of power a great improvement as far as passen­ went, it's been reported that he said, out of an old technology, using the ger comfort was concerned. "Another 500 feet and I'd have been exhaust gases to drive turbos that The simplicity of the DC-3 was "on top!" generated about 700 added horse­ all but forgotten. The systems that The DC-6 and especially the DC­ power, they were real powerhouses. provided the convenience and com­ 6B model were my favorite. I firmly But pushing them to the limits also fort were becoming complicated; believe they were the turning point in made for high maintenance. The ex­ airline flying was becoming a bit air transportation. They and the Lock­ tra horsepower gave us more speed, more professional. heed Constellations were the forerun­ consumed great quantities of oil, and I almost left out another Douglas ners of what followed. The last of the made engine synchronization diffi­ product. The DC-4. Also unpressur­ prop jobs were the four-engine turbo­ cult. New York to Los Angeles in less ized, heavy on the controls, and ex­ compound-powered DC-7s. The joke then eight hours now became a real­ tremely reliable, it was the airplane here was that it was "the best three­ ity. It was also now possible to do a that, now looking back, was the be­ engine airplane ever built." Chicago-West Coast turnaround in ginning of the movement to "coach" ,------­ transportation. The "red eye" era had arrived. The systems and flying were much like the DC-3, except now we had two more engines and carried a much heavier load of people and/or cargo. It had a much longer range; the passengers still sweltered and froze, and since it wasn't pressurized, most of the flying was done below 10,000 feet. The DC-4s did yeoman duty as mil­ itary and civilian airliners and freight haulers. They were the saviors in the Berlin Airlift saga and proved them­ selves again and again even through ~------the Korean War days hauling cargo and troops all over the world. Enter the DC-6. The first to "dis­ cover" the DC-6 and its almost im­ mediate follower, the DC-6B was the entertainer Bob Hope. Even before the airline introduced them into daily schedules, Hope used the early models right off the Douglas assem­ bly lines for his usa tours. Now we had all the systems the Convairs had, but with four-engine reliability and a greater payload capa­ bility for cargo and passengers, with range and speeds now approaching 300 mph. With the two stage engine EnjOy the New, Expanded Illustrated superchargers, we could now get up Instruction Manual to the low 20s in altitude, flying with For Technical Support 800.362.3490 the atmospheric pressure patterns and avoiding some of the weather. NEW: Randolph Maintenance Products This brings to mind one of the axi­ (To Preserve That Finish) oms of aviation. It seemed like no mat­ ter how high we went there was always www.randoJphaircraft.com the thought that if we could just get a little higher we could be "on top." Randolph Dope is a division of D.~ When John Glenn made the first Consolidated Aircraft Coatings ..6. ' t;~~ manned orbital flight, as they opened VINTAGE AIRPLANE 31 less then eight hours, and because of No more just pulling off the power used to be the other way around. the increased performance, the pilot's and landing. The old days were gone. V-speeds became the norm. No working conditions began to change. Precision flying was it. latitude was tolerated. Flying right More on that later. Engine operation changed; now on the numbers for takeoff, climb­ The DC-7 had a 55-gallon oil tank you took advantage of the increased out, cruise approach, and landing for each engine, needed not only for drag while maintaining higher power. was an absolute expectation. En­ lube and stuff, but also for cooling. The acceleration time from idle to full gine-out procedures changed radi­ With all the heat being generated cally. And the swept wings changed producing the higher power, you can the flight characteristics as well, ne­ guess it did use oil. Lots of it. Stan­ cessitating new ways to enter hold­ dard procedure was to shut down The DC·8 was the ing patterns, adjusting to the greater the engine when the oil quantity speeds, and trying to stay ahead of dropped to 15 gallons, the minimum the airplane. Since we "old guys" for operation. Air Sea Rescue was fre­ last of the real had all we could do to ignore our quently called out on the long Ha­ seat-of-the-pants experience, some waiian Islands flights both going and pilot airplanes. had a bad time transitioning. There coming from the mainland, so the was little looking out the window. standards were changed. Run the en­ New instrumentation like proxim­ gine until the oil pressure began to The captain and I ity warning devices, flight guidance fluctuate, and then shut down. An­ systems, inertial navigation systems, other technique was to shut down were always and the constant awareness of fuel at 15 gallons and then restart for the conservation took a lot of thinking approach and landing. and doing. The actual flying of these airplanes contesting to see The actual flying was easier. The was about the same. Despite the in­ aircraft were at the peak of perfection. creases in speed and horsepower It was the operation, the way things and modern systems, through sight, who could make the were done, that changed. No more sound, and feel (seat of the pants) run-ups prior to takeoff; the airplanes they all handled about the same. The best approaches had self-monitoring systems and un­ DC-7 took a little more manhandling, believable reliability. I still marvel at and a bit of preplanning for approach the versatility of being able to plan and landing, but they were all pretty and landings. on being there and back and yet have much the same. United did not or­ the flexibility to detour around bad der any of the new turbo props then We explored all the weather, going high and fast, and still available. The thinking was they were make the schedule. only an interim and would soon be After flying the Caravelle, which outmoded by the jets. flight parameters, and handled very much like a DC-3 with a Enter the jet age. Boeing led the couple of blow torches under the tail, parade. With Douglas falling behind and then the Boeing 727, which de­ in the delivery of the DC-8, United we loved it. manded the precision I talked about, broke a long tradition of loyalty and the DC-8 was a real pleasure for this purchased the hot rod short-range ver­ old man to fly. The Caravelle re­ sion of the 707 for the ChicagO-West power made it imperative you keep minded me of the short-Wing Pipers. Coast markets. The passengers now the engine "spooled" up. We learned It flew very much like the Tri-Pacer had what they had long awaited. about speed brakes, spoilers, anti-skid our flying club had. Or so it seemed. United also bought the French­ brakes, and performance charts. Tem­ On the other hand, the 727 didn't built Sud Caravelle for the short-haul perature and humidity considerations fly like an airplane at all. The Century market. Then along came the Boe­ had to be factored in as well. series fighter pilots who flew with a ing 727. Now the pilot's life began to Speeds were now up in the 500­ g-suit, brain bucket, snot catcher, and change. All the systems-electrical, mph range. This played havoc with big boots loved it. The seat-of-the­ hydraulic, pressurization, and engine working conditions. More time was pants old-timers made themselves operation-became much more com­ spent on the ground waiting for un­ sick trying to fly it like an airplane. plicated. The actual flying changed as loading, cleaning, refueling, reload­ I personally never had vertigo in my well. All that seat-of-the-pants experi­ ing, and load planning than time life until I flew the first 727. Every­ ence went out the window, and flying spent in the air. Now the actual flying thing was by the numbers, and after by the numbers and using the gauges time was about one hour for every flying a schedule for a couple of days, became the norm. four hours on duty. For the pilot, it I couldn't wait to get back into my 32 AUGUST 2007 little airplane, just to feel flying. The DC-8 was the last of the real pilot airplanes. Cable-operated con­ trols (power-assisted of course) , big GET THE SKILLS and sturdy, and with the flight char­ acteristics of a big, overgrown Aeronca Champ. Responsive and dependable, TO GET it was a joy to fly. When I first checked IT BUILT out as copilot, we flew them like we always did. The captain and I were AT EAA SPORTAIR WORKSHOPS always contesting to see who could make the best approaches and land­ ings . We did power-off 360-degree overhead approaches. We explored all the flight parameters, and we loved it. It was a pilot's airplane. It could be hand-flown rather than coupled to the autopilot, and as I said, it flew like a Champ. What a great airplane. I did not transition to the DC-10 or the Boeing 747 before I retired in 1984. I never had the seniority or the inclination. I was too much in love with the DC-8, and that, fellow mem­ bers, are some of my thoughts. Over to you, K t( --:.t5t<.~

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VINTAGE A I RPLANE 33 BY DOUG STEWART

"There are two emergency exits on this PA·12 aircraft ..."

"Do you want me to brief you as flight, so that if they did experience event of an aCCident, they'll have to if you were a 'real' passenger?" is a them, they would know how to deal remove their headsets and clear their question I am often asked by appli­ with them? And the list goes on... exit pathway of the wires, not only cants in the process of administering There are many things we could of the headset, but the power cords their private pilot practical test. include in our passenger briefings. and antenna wires of a variety of "Well, I didn't know I was a fake What you, the pilot in command handheld pieces of equipment that passenger, and furthermore if I am (PIC), choose to include in that list might be in their egress pathway. going to be able to assess your skills is one of the many decisions you It can be difficult to expeditiously at giving a good passenger briefing, have to make. Some pilots fear that exit a burning aircraft when all those I suppose that is something you will "telling too much" might frighten wires hobble one's ankles. need to do" is how I want to reply our passengers into not flying, while The concept of a sterile cockpit is but, realizing that might appear as other pilots find that their passengers one that I introduce early on in my a somewhat passive-aggressive re­ both appreciate and benefit from a passenger briefing. It is extremely sponse and totally inappropriate to thorough preflight briefing. Achiev­ important that your passengers the situation, I bite my tongue and ing the right balance is up to you. understand that their talking dur­ just respond: "Yes, please." Here are some of the things I feel re­ ing ground operations, takeoff and The vast majority of the appli­ sponsible pilots should include in climb-out, approach and landing, cants I test then proceed to sup­ their passenger briefing. and anytime you are operating in ply only the minimum amount of Certainly at the top of the list is or near the airport area might have information to me, as required by the proper use of the seat belt and a serious impact on the safety of the regulations, and the PTS (Practi­ shoulder harness as well as how to the flight. There have been impacts cal Test Standards). That is to "brief open the door. Have them try releas­ of aircraft with each other as a re­ occupants on the use of seat belts, ing the seat belts and opening the sult of the distractions caused by a shoulder harnesses, doors and safety door before you start the engine. If "motor-mouthed" passenger. Let's equipment." But is that all that re­ you have emergency exits in your make sure our passengers don't fit ally should be briefed? Aren't there airplane, point them out and demon­ that description. so many other things that should be strate how to open them. Remember, On the other hand, your passen­ included in our briefing to our pas­ you, the PIC, might be incapacitated gers should be briefed on how they sengers if we are to be truly respon­ in an accident and unable to assist can assist in scanning for other air­ sible pilots? your passengers, so they need to craft. Describe to them the tech­ Don't our passengers have the know these things before you ever niques you want them to use in right to be apprised of the risk fac­ start the engine. pointing out aircraft they see (clock tors involved with flying? Shouldn't If you have headsets and an inter­ pOSition, high, low, same altitude, they be told how they could take an com, show your passengers how to etc.), whether verbally or manually active part in contributing to the properly use them. If there are sepa­ with their index finger. safety of the flight? Wouldn't it be rate volume and squelch controls for If your passengers are taking better if our passengers knew of the each station, they'll need to know their first flight in an airplane and potential physiological problems how to adjust them. They also need are unfamiliar with the controls, they might encounter during the to be informed that in the unlikely ensure that they are instructed to 34 AUGUST 2007 keep their hands and feet clear of ing the passenger briefing. Believe senger briefing. the yoke/stick and rudder pedals. I me, I know how distracting it can Although none of us intends to observed one instance when a pi­ be to give that description in flight, intentionally park our airplane in a lot could barely taxi his airplane be­ let alone demonstrate proper usage. remote site, away from any and all cause his passenger, unbeknownst Most of our vintage airplanes are help and aSSistance, yogurt some­ to the pilot, had locked his feet un­ not equipped with many, if any, an­ times happens and we end up there. der the rudder pedals, preventing nunciator lights, or aural warning If you are going to be flying over re­ the pilot from being able to steer devices, but if you have any of these mote areas, it becomes absolutely the airplane. Had the passenger installed, it's best to brief your pas­ imperative that you brief your pas­ been properly briefed, that situation sengers about them. Remember that sengers about bringing along proper would have never arisen. Luckily if it is your passenger's first flight, clothing and supplies in the event there was no bent metal as a result. they might become very alarmed that the worst happens. I am sure Your passengers must also be made when they see some of the normal you and your passengers do not want aware of the physiological effects of lights that we are used to seeing, to be included in the tragiC stories of flying. I always make it a point to people surviving a crash only to die show my passengers where the sick later of exposure. sacks are before starting the engine. • • • I observed Your briefing, especially if you will My experience has shown that if you be flying over remote areas, needs to point out the sack after your pas­ one instance include the location and use of emer­ senger is already looking like that gency equipment such as flares and/ pea soup you had for lunch, he will when a pilot could or signal devices; emergency locator undoubtedly need that handy con­ transmitters and/or personal locator tainer, but rarely get to it in time. Re­ barely taxi his beacons; emergency rations (if on membering that it's the pilot who is board); the need to stay warm and supposed to clean up the airplane af­ airplane because dryas essential to survival; and the ter the flight should have you point­ need to stay near the aircraft. Even ing out those relief bags well ahead his passenger, though your flight might have been of time. Doing so might very well planned only as a short sightseeing prevent their even being needed. flight, the possibility of being forced Another area, somewhat related, unbeknownst to into parking your airplane on a re­ is keeping your passengers comfort­ mote mountain peak could very well able. Be sure to point out in your the pilot, had locked become the reality. Will your pas­ briefing where the fresh air vents sengers be prepared if this becomes are as well as their proper opera­ her feet under the the case? tion. Also let your passengers know As you can see, there are many of your limited psychic abilities that rudder pedals ... things we might choose to include they should let you know if they are in a passenger briefing beyond just too hot, or too cold, and that you and hear that stall warning sound­ the belts and doors. In fact, a check­ have the ability to control their ing as we grease it on. Let them list specifically for passenger brief­ physical comfort to some extent. know in advance and it becomes a ings might very well be in order. One Keeping properly hydrated dur­ non-issue. source for help in creating that check­ ing flight is important, so your pas­ Hopefully everyone of us runs list is the Aviators Model Code of Con­ sengers should be told of that. But the I'M SAFE checklist on ourselves duct available at www.SecureAv.com. just as important is the other side prior to each and every flight, but What you, the PIC, decide to in­ of good hydration. Suggest to your do you ask the same of your pas­ clude in your own passenger briefing passengers that they should drain sengers? Shouldn't you be aware is your decision and your responsi­ their own sumps while you drain of any medical condition or illness bility. Just please be sure that when the fuel sumps of the airplane. We they might have? I heard of a recent blue skies and tail winds beckon, are all aware of the bad decisions flight that ended in a double fatal­ your passengers are as prepared for that have arisen as a result of exter­ ity when the passenger, who was the flight as you are. nal pressures. The same could hap­ a diabetic, went into a seizure and pen from internal pressures. If it is ended up disabling the airplane. Had Doug Stewart is the 2004 National going to be a long flight and you the pilot been aware of the condi­ CFI of the Year, a NAFI Master Instruc­ have one of the many containers tion prior to flight, he might have tor, and a designated pilot examiner. available for bodily relief on board, ensured that proper medication was He operates DSFI Inc. (www.DSFlight. the time to describe the proper us­ brought along in case it was needed. com), based at the Columbia County age of such devices is yet again dur­ This, too, needs to be part of our pas­ Airport (lBI)...... VINTAGE AIRPLANE 35 BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF ED BEATTY OF RUSKIN, FLORIDA. THE AIRPLANE WAS BUILT IN INDIANA, BUT THE YEAR AND MAKE ARE UNKNOWN. WE'VE NOT DOCTORED THE PHOTO AT ALL, SO YOU HAVE AS MUCH INFORMATION AS WE HAVE.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than September 10 for inclusion in the November 2007 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to mysteryplane@ eaa.org. Be sure to include your name, city, and state in th e body of your note, and put "(Month) Mystery Plane" in the subject line.

MAY ' S MYSTERY ANSWER

No answers were received for the May Mystery Plane

36 AUG U ST 2007 Jerry Osborne Prescott Valley, AZ • "Late bloomer" - started flying in 1990 with a Cessna 172

• Traded for current airplane, Beech J35 Bonanza, in 1995 • Private pilot's license, rated in SEL airplanes • 1837 total hours

"I have enjoyed doing business with AUA because of their reasonable rates and personable service. I highly recommend them to anyone."

- Jerry Osborne

Jerry and friend Diana Edwards in Punta Chivato, Mexico

AUA is Vintage Aircraft Association approved. To become a member of VAA call 800·843·3612.

AUA's Exclusive EAA Vintage AircraftAssociation Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages No component PQ.rts endorsements

The best is affordable. Give AUA a call - it's FREEl The following list ofcoming events is furnished to our readers as a matter ofinformation only and does not consti­ tute approval, sponsorship, involvement, control, or direction ofany event (fly-in, seminars, fly market, etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903­ 3086. Or e-mail the information to: [email protected]. Information should be received four months prior to the event date.

August 4-Sunriver, OR-Sunriver Airport (S21) AUGUST 25-Niles MI-Jerry Tyler Memorial. SEPTEMBER 22·23- Winchester, VA-Winchester 16th Annual "Wings and Wheels" vintage Airport (3TR) VAA Chapter 35 Annual Corn Regional Airport (KOKV) EM 186 Fall planes and vintage cars 8:00am-4:00pm & Sausage Roast Lunch served 11:00am Ry-in Pancake breakfast 8 AM to 11 Free food, fuel discounts for exhibitors to 3:00 pm. Rain date on Sunday, August. AM both days . Aircraft judging, displays, Judging at 1:00pm- Great prizes Info: 26th Donations of $5.00 for adults and more. www.eaa186.org. Richard Largent: Brian Lansburgh , Airport Mgr. (541) 593­ $3.00 for children under 12 Contact Len snookflyer@Verizon .netor 540-868-2698 4603 [email protected] Jansen [email protected] OCTOBER 5·7-Camden, SC-Kershaw AUGUST 5-Queen City, MO-Applegate Airport SEPTEMBER I -Marion, IN-Marion County Airport (KCDN) . VAA Chapter 3 (15MO). 20th Annual Watermelon Ry-In & Municipal Airport (MZZ). 17th Annual Fall Fly-In . All classes welcome. BBQ BBQ . 2pm 'til dark. Come and see grass roots Fly-In Cruise-In. 7:00am until 2:00pm. on field Fri. Evening. EAA judging all aviation at it's best. Info: 660-766-2644 This annual event features antique, classes Sat. Banquet Sat. Nite. Info: AUGUST 5-Chetek, WI-Southworth classic, homebuilt, ultralight and Jim Wilson 843-753-7138 or eiwilson@ Municipal airport (Y23). BBQ Fly-In . warbird aircraft as well as vintage cars, homexpressway.net 10:30am Warbird displays, antique and trucks, motorcycles , and tractors. An OCTOBER 5-7-St. Louis, MO-Creve Coeur unique airplanes, antique & collector car all-you-can-eat Pancake Breakfast is Airport (lHO) The Monocoupe Club Ry-In & displays, and raffles for airplane rides. served, with all proceeds going to the Reunion www.monocoupe.com Procedes will be given to local charities. local Marion High School Marching OCTOBER 10·14-Tullahoma, TN-" Beech Info: Chuck Harrison - Office 715-924­ Band. www.FlylnCruiseln.comlnfo: Ray Birthday Party 2007" Staggerwing, 4501, Cell 715-456-8415, fixdent@ Johnson (765) 664-2588 or rjohnson@ Twin Beech 18, Bonanza, Baron, chibardun.net; Tim Knutson - Home indy.rr.com Beech owners& enthusiasts. Info 931· 715-237-2477, Cell 651-308-2839, SEPTEMBER I -Zanesville, OH-Riverside 455-1974 [email protected] Airport (OH36) EM Chapter 425 Pancake AUGUST 17·19--McMinnville, OR-25th Annual Breakfast 8:00 AM till 2:00 PM All you West Coast Travel Air Reunion Come Celebrate can eat pancakes, sausage and drink MAJOR the Rebirth of the Travel Air. Expected to be $5.00 for adults $2.50 for children under 2007 the largest gathering of Vintage Travel Airs six. Lunch items served after 11:00PM FLy-INS in recent times. Held in conjunction with the Contact: Chuck Bruckelmeyer Phone: For details on EM Chapter fly·ins and other local avi­ Northwest Antique Airplane Club Event. Info: (740) 454-7487 ation events, visit www.eaa.orgfevents Bruce McElhoe 559-638-3746 SEPTEMBER 2-Mondovi, WI-21st Annual AUGUST 18--Forest Lake , MN-(25D)-Airport Log Cabin Airport Ry-In. Doug Ward , Owner/ EAA Mld-Eastem Regional Ry·ln Mansfield Lahm Airport, Mansfield, OH Fly-in and Open House lOam - 4pm . 24­ Operator, 715-287-4205. Lunch @ noon. August 25-26,2007 hour gas and 24-hour grass: 3000-foot SEPTEMBER 8-Newark, Ohio-Newark­ http://MERR.info 31/ 13. Forest Lake Lions serve brats, Heath Airport (VTA) Annual Fly-In / Drive-

corn-on-the-cob and ice cream . 100LL is I n Breakfast " Pancakes and More, n Virginia Regional EAA Ry-In available John Schmidt EAA 250021 St. Young Eagles Flights , Vintage Airplanes, Dinwiddie County Airport (PTB), Petersburg, VA Paul , Minnesota 651 776 1717 Classic Cars, Tom McFadden 740-587­ October 6-7, 2007 AUGUST lS-l9-Long Island, NY- Bayport 2312; email: [email protected] www.VAEAA.org (23N) Annual Antique Aeroplane Ry-In Old SEPTEMBER 9-Mt. Morris, IL-Ogle County time movies, popcorn, pig roast, flour bomb Airport (C55) EM Chapter 682 Fly-In EAA Southeast Regional Ry·ln drop and spot landing contest with the days Breakfast 7am-12pm For information call Middleton Field Airport (GZH), Evergreen, AL ending in the in famous " Sheep Shagger Dr. Glen Orr 815-735-7268 October 12-14, 2007 www. SERR.org Baa For more info www.MCGNY.orgor email SEPTEMBER 21·22-Bartlesville, OK-Frank Stuart Bain at [email protected] Phillips Field (BVO). 51st Annual Tulsa Copperstate Regional EAA Ry-In AUGUST 19-Brookfield, WI-Capitol Airport Regional Fly-In. Antiques, ClaSSiCS, Casa Grande (Arizona) Municipal Airport (CGZ) (02C). Ice Cream Social and vintage Light Sport, Warbirds, Forum , Type October 25-28, 2007 Aircraft Display, VAA Chapter 11. Dean Clubs. Info: Charlie Harris 918-622­ www.copperstate.org London, 262-442-4622 8400 www.tu/saflyin.com

38 AUGUST 2007 Your One STOP Quality Shop

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Phone: (920) 426·4818 Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead·in on first line. Classified Display Ads : One column wide (2 .167 inches) by 1, 2, or 3 inches high at $20 /\1 RVENTURE per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January ~~~ • 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail ([email protected]) using credit card payment (all cards accepted). Include name on GET CONNECTED... card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O . Stay Informed Box 3086, Oshkosh, WI 54903-3086. MISCELLANEOUS Aircraft Construction and Restoration, E-mail is the easiest way for Russ Lassetter, Cleveland, GA. 706­ you to get comected to the EAA Airplane T·Shirts 348-7514 community and stay informed. 150 Different Airplanes Available By sharing your e-mail address WE PROBABLY HAVE Mahogany desktop models, caps, and with us, you'll receive: YOUR AIRPLANE! shirts. Pratt & Whitney merchandise. www.airplanetshirts.com All types of desktop models available, • EAA's e-Ho~ine electronic newsletter 1-800·645·7739 crop duster models and prints. Custom • Information on EAA events desktop models of your plane. E-mail for Flying wires available. 1994 pricing. complete list and price. CRPDSTRS@ • The latest aviation industry updates Visit www.f/yingwires.com or call AOL.COM • And requests for your feedback on current 800-517 -9278. aviation issues. SERVICES THERE'S JUST NOTHING LIKE IT Always Flying Aircraft Restoration, LLC Getting connected is easy: ON THE WEB!! www.airplanetshirts.com A&P I.A.: Annual, 100 hr. inspections. Log on to www.eaa.org/email Wayne Forshey 740-472-1481 A Website with the Pilot in Mind and RII in the form Ohio - statewide. (and those who love airplanes) Changed your e-mail address? Let us knowl BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods, valves, piston rings. Call us Toll Free 1-800-233-6934, e-mail ramremfg@aol. com Website www.ramengine.com VINTAGE ENGINE MACHINE WORKS, Your name crd e-mail address win never N. 604 FREYA ST., SPOKANE, WA 99202 be shared with a Ihird polly. See our privocy polity at www.eoo.org/discloimer.hImI.

VINTAGE AIRPLANE 39 VINTAGE Membershi~ Services Directory

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION EAA's VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice-President Geoff Robison George Daubner Web Sites: www.vintageaircra(t.org, www.airventure.org, www.eaa.org/memberbenefits 1521 E. MacGregor Dr. 2448 Lough Lane E-Mail: vintageaircra([email protected] New Haven, IN 46774 Hartford, WI 53027 260-493-4724 262-673-5885 EAA and Division Membership Services Flying Start Program ...... 920-426-6847 dJie{[email protected] [email protected] 800-843-3612 ...... FAX 920-426-6761 Library Services/Research ...... 920-426-4848 Secretary Treasurer (8:00 AM-7:00 PM Monday-Friday CSn Medical Questions ...... 920-426-6112 Steve Nesse Charles W. Harris 2009 Highland Ave. 7215 East 46th St. . New/renew memberships: EAA, Divisions Technical Counselors .. . .. __. ...920-426-6864 Albert Lea, MN 56007 Tulsa, OK 74147 507-373-1674 918-622-8400 (Vintage Aircraft Association, lAC, Warbirds), Young Eagles ...... 877-806-8902 [email protected] [email protected] National Association of Flight Instructors Benefits (NAFI) AVA Vintage Insurance Plan .....800-727-3823 •Address changes EAA Aircraft Insurance Plan .....866-647-4322 DIRECTORS •Merchandise sales Term Life and Accidental ...... 800-241-6103 · Gift memberships & Steve Bender Jeannie Hill Death Insurance (Harvey Watt Company) EAA Platinum VISA Card ..800-853-5576 ext. 8884 85 Brush Hill Road P.O. Box 328 Programs and Activities Sherborn, MA 01770 Harvard, IL 60033-0328 EAA Aircraft Financing Plan . . . . 866-808-6040 EAA AirVenture Fax-On-Demand Directory 508-653-7557 815-943-7205 EAA Enterprise Rent-A-Car Program sst 1()@comcast.net [email protected] ...... 732-885-6711 ...... 877-GAI-ERAC Auto Fuel STCs ...... 920-426-4843 David Bennett Espie "Butch" joyce Editorial...... 920-426-4825 Build/restore information ...... 920-426-4821 375 Killdeer Ct 704 N. Regional Rd. VAA Office ...... FAX 920-426-6865 Lincoln, CA 95648 Greensboro, NC 27409 Chapters: locating/organizing ....920-426-4876 916-645-8370 336-668-3650 Education...... 888-322-3229 [email protected] [email protected] • EAA Air Academy EAA Aviation Foundation john Berendt Steve Krog • EAA Scholarships Artifact Donations ...... _920-426-4877 7645 Echo Point Rd. lOO2 Heather Ln. Flight Advisors information ...... 920-426-6864 cannon Falls, MN 55009 Hartford, WI 53027 Financial Support ...... 800-236-1025 507-263-2414 262-966-7627 Flight Instructor information .....920-426-6801 [email protected] [email protected] Dave Clark Robert D. "Bob" Lumley MEMBERSHIP INFORMATION 635 Vestal Lane 1265 South 124th St. Plainfield, IN 46168 Brookfield, WI 53005 EAA lAC 317-839-4500 262-782-2633 Membership in the Experimental Aircraft Current EAA members may join the davecpd@iquest,net [email protected] Association, Inc. is $40 for one year, includ­ International Aerobatic Club, Inc. Divi­ john S. Copeland Gene Morris ing 12 issues of SPORT AVIATION. Family sion and receive SPORT AEROBATICS lA Deacon Street 5936 Steve Court membership is an additional $10 annually. magazine for an additional $45 per year. Northborough, MA 01532 Roanoke, TX 76262 Junior Membership (under 19 years of age) EAA Membership, SPORT AEROBAT­ 508-393-4775 817-491-9110 copeland I @jul1o.com [email protected] is available at $23 annually. All major credit ICS magazine and one year membership cards accepted for membership. (Add $16 for in the lAC Division is available for $55 Phil Coulson Dean Richardson Foreign Postage_) per year (SPORT AVIATION magazine 28415 Springbrook Dr. 1429 Kings Lynn Rd not included). (Add $18 for Foreign Lawton, MI 49065 Stoughton, WI 53589 269-624-6490 608-877 -8485 EAA SPORT PILOT Postage_) [email protected] da [email protected] Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS Dale A. Gustafson S.H. "Wes" Schmid $20 per year. Current EAA members may join the EAA 7724 Shady Hills Dr. 2359 Lefeber Avenue Indianapolis, IN 46278 Wauwatosa, WI 53213 EAA Membership and EAA SPORT Warbirds of America Division and receive 317 -293-4430 414-771-1545 PILOT magazine is available for $40 per WARBIRDS magazine for an additional $45 dalefayeCw,llSll.com [email protected] year (SPORT AVIATION magazine not in­ per year. cluded). (Add $16 for Foreign Postage.) EAA Membership, WARBIRDS maga­ zine and one year membership in the DIRECTORS VINTAGE AIRCRAFf ASSOCIATION Warbirds Division is available for $55 per Current EAA members may join the year (SPORT AVIATION magazine not in­ EMERITUS Vintage Aircraft Association and receive cluded). (Add $7 for Foreign Postage_) Gene Chase E.E. "Buck" Hilbert VINTAGE AIRPLANE magazine for an ad­ 2159 carlton Rd. 8102 Leech Rd . Oshkosh, WI 54904 Union, IL 60180 ditional $36 per year. FOREIGN MEMBERSHIPS 920-231-5002 815-923-4591 EAA Membership, VINTAGE AIRPLANE Please submit your remittance with a [email protected] [email protected] magazine and one year membership in the EAA check or draft drawn on a United States Ronald C. Fritz Vintage Aircraft Association is available for $46 bank payable in United States dollars. Add 15401 Sparta Ave. per year (SPORT AVIATION magazine not in­ required Foreign Postage amount for each Kent City, MI 49330 616-678-5012 cluded). (Add $7 for Foreign Postage.) membership. [email protected] Membership dues to EM and its divisions are not tax deductible as charitable contributions

Copyright ©2007 by the EM Vintage Aircraft Association, All rights reserved. VINTAGE AIRPlANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published month~ at EM Avia­ tion Genter, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: [email protected]. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine, is $36 per year for EM members and $46 for non-EM members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6J5. e-mail: [email protected]. FOR­ EIGN AND APO AODRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken . EDITORIAL POUCY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPlANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EM® and EM SPORT AVIATION®, the EM Logo® and Aeronautica'· are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strict~ prohib~ed.

40 AUGUST 2007 ~ ~a-!I!~~ition X-PLAN VEHICLE PRICING

ENJOY THE PRIVilEGE OF PARTNERSHIP EAA Members considering the The all new Ford Taurus. Rated the Safest Full-Size Car in America. purchase or lease of a new Ford It's official. The all new 2008 Ford Taurus is rated the safest full-size car in America, based vehicle should be sure to take on NHTSA and IIHS crash tests. The Taurus earned perfect five-star safety ratings in four impact advantage of the Ford Partner categories: driver, front passenger, front and rear side. Recognition Program. Your mem­ bership benefits quality you for What makes Taurus unique? It starts with the air bags. Six of them. Standard. Innovative SPACE X-Plan pricing, which could save Architecture™ not only enhances cabin safety in side impacts, it also helps give Taurus the roomiest you as much as $1,800 on a 2008 interior of any full-size car in America. Ford Taurus Limited: The all new 28-mpg, 263-horsepower Taurus. Check it out at your Ford Dealer or fordvehicles.com. With $1,800 in savings on EXCLUSIVE PRICING, EXCEPTIONALLY SIMPLE! a new Ford Taurus limited, Ford Motor Company, in association with EAA, is proud to offer members the opportunity to save on the you could pay for: purchase or lease of vehicles from Ford Motor Company's family of brands-Ford, lincoln, Mercury, Mazda, Volvo, Land Rover and Jaguar. • Aviation Insurance Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan pricing • Annuallnspection from the EM website (www.eaa .org) by cl icking on the EAA/Ford Program logo.You must be an EM Member for at least • and your EAA Membership! one year to be eligible.This offer is available to residents of the United States and Canada. Certain restrictions apply. Available at participating dealers. Please refer to www.eaa.org or caIiSOO-S43-3612. * Based on comparison of 2008 Ford Taurus $28.070 MSRP versus $26.226 X-Plan price.

mazDa ~ 8 tB- .., JAGUAR LIN COL N MERCURY